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MASTER  NEGATIVE  « 


COLUMBIA  UNIVERSITY  LIBRARIES 
PRESERVATION  DIVISION 

BIBLIOGRAPHIC  MICROFORM  TARGET 


ORIGINAL  MATERIAL  AS  FILMED  -  EXISTING  BIBLIOGRAPHIC  RECORD 


(  665 
H55 


Hillcoat,  Charles  H. 

Notes  onjitewage  of  sHps.  A  handy  book  upon  the 
stowage  of  cargoes,  with  wei^ts  and  measurements. 
New  andenL  ed.  By  Chas.  H.  HiUcoat ...  London,  Im- 
ray,  Lanne,  None  &  WUson,  ltd.,  m&.  1919  • 

2  p.  1.,  237,  ill  p.  1  illus.,  2  fold.  col.  plans  (incl.  front)  22i*». 


1.  ^towage. 


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NOTES 


STOWAGE  OF  SHIPS 


A  liaiMljf  Bmk  unhi  the  Stmmm  «f  Caiiici, 


New  and  Enlarged  Edition. 

BY 

Chas.  H.  HILIXOAT, 
Hiifff  Marimr. 


COLONIAL  PUBLISHING  COMPANY 
225  WEST  BROADWAY 
NEW  YOWC 
1919 


2,-3.-  2^  ^  G  /  5" 


TO  THE  FIRST  EDITION 


IT  U  nearly  twenty  years  since  the  collection  of  these 
■  notes  was  begun,  as  I  found  that  a  thoiooghly 
reliable,  up-to-date,  and  handy  manual  on  Stowage  was 
much  needed  for  all  branches  of  the  Merchant  Navy. 
To  make  the  work  as  complete  and  concise  as  possible, 
every  effort  has  been  made  to  include  only  such 
particulars  as  are  absolutely  essential,  leaving  out  all 
unnecessary  explanation  and  elaboration  of  detail,  which 
every  oflker  should  be  thoroughly  acquainted  with  in 
the  usual  course  of  his  business.  No  excuse  is  needed 
further  for  the  production  of  this  little  work,  its  utility 
being  at  once  apparent,  and  in  all  likelihood  will  be  its 
own  apology. 


The  Sicmd  Edition  hm  been  entirely  revised  and 
brought  up-to-datp  on  the  same  concise  principle  as  the 
original  issue. 
Jmne^  1904. 


The  Third  Edition  has  been  carefully  revised  and 
brought  up-to-date.  Sufficient  extracts  from  The  Boatd 
of  Trade  Regulations  have  been  inserted  to  give  all  the 
necessary  information  required  of  the  Regulations  for 
the  carriage  of  Cattle,  Grain,  Explosives,  and  Dapgemis 
Goods. 

July,  1914. 


STOWAGE. 


ACETATE  OF  LIME  is  obtained  from  the  Add  Liquor  produced 
Kls  ioS^Mr  I»  bags  aocwt«towin  80  feet.  In 

^^^!!:^fn^°^K  ^       <»««rf  in  con- 

AnhvZ  ^YT'^  ^  '^'^  Hydrated  and 

Anhydrous  Acds,  according  as  tbey  contain  water  or  iJrt.  There 
IS.  however,  a  second  group  which  do  not  contain  Oxygen ;  in  them 
theelement  Hydrogen  isalways  present,  hence  they  are  <^  Hydro- 
^ul\  l^V""^*  important  Acids  are  Hydrochloric  Acid  (Spirits  of 
Sdts),  Hydrocyamc  Acid  (Prussic  Acid).  Nitric  Acid  (aqua  fortis) 
Sulphuric  Acid  (Oil  of  Vitriol),  Sulphu/ous  Acid.  Phosphoric  Add' 
^bonjc  Add  Acetic  Acid.  Citric  Acid,  Tartaric  Acid,  Ox^Sc  Xdd' 

''^"t""  °'  ^"'P'"'"=  Add.  which  formic 

hMBrf  our  chemicaJ  manufactures.    It  was  discovered  about  400 

rf^tri^?  f7  ^.^'^"^^^  Basil  Valentine,  and  was  then  called 
ofVitnol,  from  Its  oily  appearance.   The  brown  Sulphuric  Acid  of 
^^^^•}^y^^l-^^n^nres  and  manufacturing 
aerated  vratns,  is  (rften  shipped  to  different  parts  of  the  worid  packed 

^      fan*  of  acids  are  sometimes  carried  abroad 
MslMZt^^^^T^-       ^         important,  however.  tC 

u!^to{h   a      /f  '^^^^  °f  ehmat  Z 

arv  t„  ^  '  om"softht  vma  ia  which  tbey  are  to  be  seat.  It  is  custom, 

q^tit^"^r  ^  securely  stowed,  in^S 

STc^t r^",?*?"''  '""^        ^     «««'P«s  «  partly  neuSdl^ 

7'""'  '* P*'^'^"'' :  °ff  a  white 

S'^^  not  materially  harm  the  others  stowed  ?Zdt 
«s«  If  possible,  should  be  thrown  overboard  at  oncT  In 

sional  Z^tf  ^  P'^''  °'  '°  *  clear  of  the  rail.  Occa- 
TW^n2^^°°f  l^^*  been  taken  abroad, 

dec?.  Z  A  r°**y  ""^       blodted  oir,  in  one  of  the  •t^reen 

S^mhrSt^r,"'?*'*""'^,^"  whitlntag. 

^ttt«r  destmatwn  a  few  j«s  were  fomid  damaged,  but  other- 


ACIDS— -ALCOHOL. 


wise  the  consigiimeiit  was  in  good  order.  When  acids  are  earned 
on  deck  ttie?  should  he  receipted  for  as  «  On  deck  at  shipper  s  ndc 
ami  expense."  Acids  should  never  be  stowed  in  the  same  compart- 
nent  with  dry  or  valnable  goods,  the  fumes  alone  ^r^^^^^^^ 
damage  to  certain  other  articles.  When  cargo  of  Am 
carrii  in  any  quantity  below  the  deck  sufficient  ventilatiOD  sIioiiM 
be  ensured  before  any  one  is  allowed  to  fP'J^^^^^.  ^  ^ 
Sulphuric  Acid,  4  jais  in  one  case  p«:ked  m  whit«iling>  flo  cwt, 

"^Snl^lwttk         a  jara  in  one  case  packed  in  whitening,  ao  cwt 
stow  in  a8  feet* 

Carboys  of  Tiiriol  carried  only  on  im^  ao  cwt  stow  in 
no  feet. 

Sulphuric  AM  shipped  in  Japan,  packed  wiOimit  iny  chalk  or 
whitening  {dangimu  in  «arry),  20  cwt  stow  in  60  feet, 
[Su  Dangerous  Goods  and  Exptostves.] 

ALGOMOL.— A  colourless  liquid  of  burning  taste  and  characteris- 
tic  odour,  ▼eiyinflainnable.lighter  than  watwr,  and  caimc^  befr^. 
Fermented  liqpl^  contain  from  10  to  50  per  cent,  of  4t,  accoriUng 
fitthmr  stienffth    A»  a  medicine,  Akoholic  fluids  are  found  useful . 

Men  acaistomed  10  hard  wo^ind  they  can  do  better  mt^ 
thiawithit  As  cargo  it  rfioiild  be  tieited  as  liqaids.  [Sa  ^mm 

*"off?'Alcohirf  weigh  336  lbs.,  measure  11  feet  8  inches  each. 
•  In  casks,  20  cwt  stow  in  80  feet 

ALE  A!«PBIK1.-Whenreoeiiringcargoof  this  nature 

in  the  first  nlace  that  the  packages  are  outwardly  m  good  order  ana 

lealriuT^ightly  broken,  or  having  bent  staves 
^SZZ  received.    Cases  or  casks  which  ^ave  ^^^^^ 
aptled.  or  in  the  least  degree  marked  by  hammer 
Jthec  fdiiaed  altogether  or  opened  m  the  P[f  ^^^^^^f^.^f^ 
the  cooteitt  re-counted  and  examined.   If  y^^6^**^J^ 
far  aidi  packages  the  ship  must  bear  the  ^'^P^f 
that  may  result   It  is  a  common  plan  among  ^^'^^^J^^^ 
«1  pass'  off  cases  or  casks  which  show  X^^ZL^^S^ 
with^excuse  that  the  Custom  House o«k«»openedrtt»^^^ 

themselves  before  shippingjCtc^c^  ^S'^lT^ 

correct,  should  never  be  rehed  on;  «       ^  •Sl^anSJoerwiU 

goods  are  deEvered  at  the  port  of  ^^f^'-^t^^^lLw^^ 
List  on  having  the  packages  opened  andexanm^ 

ii^lm  smA  dfauQfftacewill  certainly  have  to  be  paid  for.  Native 

mm  womferfuUy  e«p«rt  in  detecting  a  doubtful 


ALE  AND  BEER. 


3 


package;  a  inark  or  strange  nail  on  a  case  is  enough  to  arouse 
suspicion ;  they  are  sure  to  refuse  to  take  delivery  unless  opmed  and 
examined.  Therefore,  the  only  safe  way  is  to  insist  on  the  packages 
being  in  all  respects  identically  the  same  as  when  they  left  the 
packer's  hands,  free  from  the  least  mark  or  sign  of  having  been 
opened.  The  consignee  has  then  no  option  but  to  receive  the  goods 
and  grant  a  clean  receipt  for  them.  He  has  only  a  right  to  examine 
the  contents  when  the  outside  of  the  package  or  case  shows  the 
smallest  indication  of  its  having  been  opened  in  transit,  without  his 
knowledge  or  consent. 

Barrels  or  hogsheads  of  ale  should  be  carefully  stowed  with  gdod 
soft  wood  beds,  bung  up  and  bilge  free.  For  long  voyages  it 
is  not  wise  to  stow  near  large  quantities  of  coal  or  sugar,  as 
the  heii  or  mmsture  may  cause  damage  to  the  contents.  Always 
stow  dry  goods  on  top  of,  not  under,  hogsheads  of  ale,  etc. 

Beer  will  receive  damage  from  Tar,  Bales  of  Musk,  Essential  Oil, 
Assafeetida,  Sandal  Wood,  or  other  highly  scented  articles,  if  stowed 
aujrwhere  near. 

Never  allow  the  labourers  to  handle  such  packages  roughly  ;  they 
should  not  be  jerked  or  thrown  down,  or  the  bottles  will  be  broken. 
Stevedores  will  sometimes  use  such  goods  to  block  off  heavy  articles. 
This  should  not  be  allowed ;  use  something  more  solid.  Always  have 
an  officer,  or  some  sober  reliable  person,  in  the  hold  when  the  men 
are  working  amongst  Beer,  Wine,  or  Spirits. 

Hogsheads  of  beer  weigh  6  cwt.,  measure  16  feet  each. 

20  cwt.  of  bulk  Beer  stow  in  54  feet. 

20  cwt.  of  casks  (Bottled  Beer)  stow  in  about  80  feet. 

ALOES. — Aloes  have  a  dark  resinous  appearance  and  an  exceed, 
ingly  bitter  taste,  although  free  from  smeM.  They  should  not  be 
stowed  among  dry  or  valuable  goods. 

^  Lign  Aloes  or  Eagle  Wood — Aquilaria  Agallocham — is  said  to  be 
the  article  referred  to  in  Scripture :  it  is  used  by  the  Orientals  for 
perfuming  their  temples  on  certain  festive  occasions.  The  leaves  and 
roots  of  the  Agave  or  American  Aloe  furnish  a  coarse  but  tough  fibre 
known  as  Pita  Flax  or  Macuay.  The  juice  of  the  leaves  is  also  used 
as  a  substitute  for  soap,  and  will  lather  in  fresh  or  salt  water.  The 
finest  known  Aloes  are  supposed  to  come  from  the  island  of  Socotra. 
They  are  packed  in  mats,  generally  in  small  quantities  of  20  lbs. 
wh.  Id  cases,  20  cwt.  stow  in  about  56  feet. 

ALMONDS.— 

Packed  variously ;  treat  as  choice  freight. 
Hogsheads  of  770  lbs,  each,  20  cwt.  stow  in  120  feet. 


4 


Bales  ol  tiollMi.fl«:li,aocwt8lK»w  in  xoSfeet 

Cases  III  iiieiM  A]iiioiid%  JO  cw^^ 

Bigs  of  sUled  AIihoimIs,  20  cwt  slow  in  70  feel. 

ALUiC — ^Alam  is  a  colourless  crfstalline  substance  of  very 
•atiiiVent  add  tasto.  Largely  used  by  dyers.  It  should  not  be 
stowed  among  dif  or  fierishable  goods,  as  it  causes  condensation  and 
damimess,  especi%  on  long  panages. 

Packed  in  casks, cases  or  bundles,  ao  cwt  siowinabont  56  feet. 

AlfBUL— A  baid  and  brittle  substance,  having  a  leiittotts  lustre 
whicb  varies  in  cokmr  between  a  pale  straw  andaTeddish-orangeor 
brown.;  usually  transfiarent  but  often  clouded  and  opaque.  The 
commonest  kinds  of  amber  are  used  to  nudm  vandsh,  and  the  more 
v^uablc  kinds  are  employed  for  necklaces,  pipe  mouthpieces,  and 
other  purposes.  The  laigest  European  Amber  deposits  are  Ibnnd  on 
the  Baltic  shores  of  north-eastem  Prussia.  About  80  tons  a  year 
are  dug  up  there,  and  the  supply  appears  practically  inexhaustible. 
To  be  treated  as  valuable  cargo  and  safely  stowed  under  lock  and 
key.   Packed  generally  in  cases  of  various  sizes. 

AMBERGRIS.— Usually  called  Gety  Amber,  a  morbid  seaeticiii 
of  tie  sperm  wliafe.  is  found  floating  on  the  sea,  and  on  tiie  shorn  of 
some  countries.  It  has  a  peculiar,  sweet,  earthy  odour,  and  is 
employed  as  a  perfume.  Being  a  valnalile  article,  it  should  be  caie- 
fully  looked  after. 

AMBOYNA  wood.— a  valualii  wood  obtained  from  the  Spice 
Mands,  and  used  for  inlaying,  etc.  Itmay  beused  as  brokenstow- 
•§>  or  as  dunnage  for  d^  cargoes.    20  cwt.  stow  in  50  feet. 

ANCHORS  AND  CHAINS,  Etc.— ForSteam  Vessels  and  Sailing 
¥esfld8.  Sm  Tables  at  end  of  the  book. 

AM  If  UNITION.— AliBlRITE.-5A;  Gunpowiltr. 

[Sm  Ai^ndix  relating  to  the  Carriage  of  Dangerous  Goods,  etc.] 
ANISEED.— A  Mght  seed  in  bags.   20  cwt.  stow  in  120  feet. 
ANISEED  OIL.— In  tins  and  cases.   Weight,  70  lbs.,  measure 
13  ins.  X  18  ins.  X  35  ins.  equals  cubic  feet.   (S^  Oil— Esaenlial 

on.) 

ANTIMONY  ORE.— In  receiving  as  cargo  be  careful  that  thebags 
are  in  good  condition  and  not  full  of  holes  or  perished,  as  they  often 

are.  Usually  shipped  in  bags  of  132  lbs  each.  20  cwt.  stow  in  about 
20  feet,  sometimes  less. 

APPLES. — Barrels  of  American  Apples  are  generally  stowed  in 
the  'tween  decks,  bilge-and-cantline,  other  light  goods  being  used  to 
choke  them  off.  Care  should  be  taken  to  give  plenty  of  ventilation 


ARROWROOT 


5 


Be  careful  to  put  beds  under  the  lower  tiers.  Barrels  of  Green 
Apples  average  from  145  lbs.  to  155  lbs.,  measure  6  ft.  6  ins.  each. 
Barrels  of  Dried  Apples  weigh  138  lbs.  to  170  lbs.,  and  measure  6  ft. 
10  ins.  each.  Boxes  of  Evaporated  Apples  weigh  50  lbs.,  measure 
7  ft.  6  ins.  each. 

One  ton  of  20  cwt.  stows  in  about  90  feet. 

APOTHECARY  WARE.— To  prevent  any  unforeseen  difficulty 
or  damage  to  other  goods,  it  is  always  advisable  to  clearly  ascertain 
the  nature  of  any  package  shipped  under  this  heading,  and  to  stow 
them  accordingly. 

APRICOTS  (Preserved) . — Stow  as  dry  goods  if  the  contents  are 
in  tins.  Boxes  generally  contain  2  dozen  tins  of  2^  lbs.  each  and 
weigh  67  lbs.  to  70  lbs.,  measurement  i  ft.  bins,  to  i  ft.  7  ins. each! 

Oises  of  Apricots,  20  cwt.  stow  in  about  50  c.f. 

Cases  of  Apricot  Pulp,  20  cwt.  stow  in  55  feet. 

AREGA  NUT.— Wdl  known  in  the  East  as  the  Betel  Nut." 
Natives  use  it  mixed  with  pan  leaf  and  chunam  or  lime  as  a 
masticator.  It  has  the  ^kct  of  dyeing  the  teeth  and  lips  of  the 
native  womra  a  bri^t  crimson,  and  is  considoed  to  impart  a 
fragrance  to  the  buHith.  When  green  and  shipped  in  baskets  and 
bags  on  l<»ig  passages,  it  tiftoi  causes  damage  to  otiier  articles  in 
the  bcddby  its  heating  properties ;  it  alsogtues  off  a  dangerous  gas,  faUA 
to  ammal  Ufe,  Give  ^enty  of  ventilation  in  stowim^  and  ke^  the 
hatches  off  as  mudi  as  possible  on  the  voyage.  Bags  nsuaUy  run 
100  lbs.  each. 

One  ton  of  20  cwt.  stows  in  about  60  feet. 

ARNOTTO.ANNATTO*—lfeedfordymng  purposes.  Hin  casks 
pickled  should  be  treated  as  moist  caigo. 
Casks  wei|^  ^  cwt  each. 

ARRACK.— A  distiUed  Mquor  used  in  the  Wast  Tlie  fermented 
|uiceorss^eztractedfromthe  pahntiee  is  calM  Toddy,  and  Arrack 
is  distilled  from  it.  Casks  or  kegs  should  be  stowed  tlie  same  as 
Brandy,  Wldsky,  etc. 

One  ton,  20  cwt  in  bottles  and  cases,  stows  in  about  75  feet. 

ARROWROOT.->This  name  is  applied  to  the  produce  of  varions 
plants  from  whicli  a  pure  kind  of  starch  is  obtained ;  being  very 
digestible  and  nutritious  it  is  largely  used  for  dietary  purposes.  In 
stowmg  it  should  be  treated  as  dry  goods,  and  kept  free  fiom  smells 
and  dampness. 

Shipped  in  bags,  boxes,  banels,  or  cases,  sometimes  in  tins. 
One  toQ  of  20  cwt.  in  boxes  stows  in  about  70  fett 
Oae  ton  of  20  cwt.  in  bags  stows  in  about  52  feet 


A^Plf  AT  TIT 


ARSnHG^A  bdttle  cijmtalline  substance  of  steel^gtey  colour 
mmatimg  omsidmlile  netaUk  liistit.  It  ocoussometiiiies  in  the 
mm  ftKte^  but  mom  Irequentlf  in  conibiimtum  wl^  sol^iir  «ad  the 
iiiitail  ii8iia%  called  mmnkalme^  The  coapoiiiidft  of  anenic 

are  dangerous  to  animal  hie. 
It  sh^ild  not  bestowed  near  articles  oi  an  edi^e  nature. 
One  ton  of  ao  cwt.  in  cases  stows  in  22  feet. 

A  ihroQS  inconibiistiye  nineial  shi^iped  in  casks 
or  cases»  scnnetinies  in  bales.  When  dean  has  no  objeetioiiahle 
<Iiialitie%  and  can  be  stowed  asdesiied.  Cases  of  Asbestos  Buying 
weigh  ail  Ihs.  and  measure  6  ft.  2  ins.  each. 
JO  cwt.  in  cases  should  stow  in  53  feet. 

A8MBS.--FSeari  I%t  andBone  Ash,  iidiether  in  imcl^ 
afaouli  be  iept  perfec%  diy  and  away  ftom  moist  articles.  Casks 
wdii^  about  4  cwt.  each. 

a©  cwt.  should  stow  in  53  feet,  some  sorts  45  foet, 

AWBALTB.— Stevens  on  Stowage  says:—" The  brig  *  Ifcc- 
iiOMETTS,'  of  iSatons  register,  loaded  250  tons  Trinidad  Asphalte 
'When  she  was  nearly  two-thirds  full.  Inher  case  spm  were  laid 
athwartsfal^  plillj^ltf^  them;  and  a  quantity  of  blanch 

wood  5  or  6  leeilESpi^  fixed  to  the  plank,  wdl  ^tewashed  to 
prevent  sticking ;  she  had  also  fore-and-aft  shifting  boards,  fistng  4 
leetfiomthesuriaoe,tokeepthecaxgofiomslufting.  Thebrigarrived 
salely  at  Havre;  theAsphalte  was  dug  out  of  the  hold  with  difficulty. 
Wth  aso  tons  of  Batagonlan  Guano  she  was  two-thirds  full." 

ao  cwt.  or  one  ton  of  Asphalte  should  stow  in  17  feet. 

ASSAMfiTlDA.— Used  as  a  medicine  and  shipped  torn  the 
Bmian  Gulf  and  other  Eastern  parts  in  bags  and  boxes,  often  in 
skins  and  baskets.  It  has  a  sicl^  odour  and  an  unpleasant  taste. 
The  smell  will  sometimes  remain  after  the  «tuff  has  been  dischaiged. 
Caie  should  be  taken  not  to  stow  it  nearprovisions  or  caigolaye  to 
'Qamage* 

Shipped  in  bags  of  about  145  lbs.  each. 

20  cwt.  stow  in  50  feet,  when  in  cases  about  40  feet, 

ATTAR,  OR  OTTO  OF  ROSMB.-Sm  EsMntiid  Qila. 

A¥ERAG£.— All  loss  which  arises  in  consequence  of  extraordin- 
ary sacriioes  made*  or  expenses  incurred  for  the  preservation  of  the 
sMp  and  cargo,  comes  within  Gmeral  Averse,  and  must  be  borne 
proportionate  by  siU  who  are  interested.  In  other  words,  it  is  a 
loss  incurred  for  the  general  benefit  of  the  ship  and  caigo,  to  which 
those  who  have  received  the  benefit  are  by  law  liable  to  oontftbute 
sateabfy* 


CUSTOMS. 


7 


Particular  Average  is  a  loss  arising  from  damage  accidentally 
and  proximately  caused  by  the  perils  insured  against. 

BACON  AND  HAMS  should  be  stowed  in  a  cool  part  of  the 
vessel,  and  separated  from  heavy  goods.  Sides  of  Bacon  are  some- 
times shipped  packed  in  coarse  sacking  only ;  extra  care  is  then 
required  to  prevent  damage  from  outside  pressure.  Such  articles 
should  not  be  used  for  blocking  off  rough  cargo. 

Average  weight  of  hogsheads  of  Bacon  1,452  lbs.,  measurement 
35  ft.  II  ins.  each.  Boxes  of  Bacon  540  lbs.  to  600  lbs.  each 
measure  15  ft.  6  ins.  to  17  ft.  2  ins.  each. 

One  ton  of  2,240  lbs.  stows  in  about  66  feet. 

Barrels  of  Smoked  Hams  381  lbs.  to  398  lbs.  measure  11  ft 
3  ins.  to  II  ft.  7  ins.   20  cwt.  stow  in  about  70  feet. 

BAGGAGE.— Under  this  heading  should  be  included  packages  not 
manifested  as  cargo  or  stores  on  board  a  vessel.  The  work  of 
receiving  and  delivering  it  devolves  upon  the  junior  ofiSoers  or 
upon  some  other  person  duly  appointed  for  the  purpose.  He  should 
wh^  receiving  have  all  the  heavy  articles  struck  bebw  at  cmce, 
those  "not  wanted  on  the  voyage  "  fiist,  over  wMdi  can  be  stowed 
those  *'  wanted."  The  light  packages  should  on  no  acooont  be  pot 
under  the  heavy  ones.  By  most  Con^anies  there  are  printedlalMis 
issued  to  passengers  with  their  tickets,  and  it  is  advisaifale  ior  them 
to  see  thdr  goods  so  labdled  b^ore  being  shipped.  The  wwds 
'<  wanted  "  or  "not  wanted  on  the  voyage'*  siiould  be  pasted  or 
printed  on  a  mominent  part,  so  as  to  be  easily  seen.  Heavy  baggage 
is  usually  got  up  once  a  week  on  long  voyages,  to  enable  passengers 
to  get  out  wbftt  dothes  they  refuire.  It  should  be  sent  abngMe 
the  vessel  at  least  one  dear  day  before  sailing,  to  allow  time  kx 
stowing. 


CUSTOMS. 

passengers'  unconsumed  stores 

The  following  i|nantities  of  cigars,  manufactured  tobacco,  and 
spirits  may  be  passed  the  Officers  free  of  duty,  in  the  case  of 
passengers  arriving  fiom  places  other  than  the  Channel  Islands, 
provided  the  artides  are  duly  pioduced  by  the  passengers  and  are 
not  found  concealed,  viz. : — 

^^gars  and  Maonlictiirod  Tobacco.  Any  i{iitiitity  not  oiECiaihit  half  a  posnd 

Ordinary  drinkable  Spirits.   Any  quantity  not  exceeding  half  a  pint. 
Cordials  or  Fiscf  mned  Spirits.  Any  quantity  not  exceeding  ln}f  a  ^t. 


i 


Wmmm§m  Iram  flie  Onnnel  iilaiidi  m  mfy  wSkmed  one  half  of 
Hk  mhom  quantities. 

CUSTOMS  Bjmm  imih 

1,  m       'It  £  ^  ^*     £  Bt 'd* 

7INM00O  iQ  Icfti                           •••  O'  3  8  to  o  4   I  pti  lb, 
_Do.  MMimiMtniid   o  4  8  to  o  5  4  „ 

"|""JB""*  •■•    O    7  O 

Cigarettes  ...         ...         .„  o  j  8 

IS^JSfS^^'^*^        ...  o  I  otoo  3  optrgalloii. 
Jjjg™  Spuritt  I  4  I  to  I  5  I 

'SSi--  ®  1  to  o  i«  3  „ 

*ffl«to«ra  —        —       ...       •••  o  15  9  tp  X  5  -I 
J™*  •••  •••   005  pier  lb. 

^"Mi-liB-'  O      O       X  ff 

TobMco.  C||wt,  Cifarwttw  «tc,  not  to  ftieeed  3  Ibi.  ffom  ports  on  flit 
ContoMOit  of  Europe  outside  Gibraltar,  and  7  lb.,  fr^  other  places  ;  ap  to  » 
IM.  If  tor  private  use.   Can  be  landed  on  payment  of  duty,  and  in  addition  a 

5J'4a^r<5'i5irS"«S^      ^  " 

Exceeding  m  lbs.  net  weigbt  in  BaggagM— Application  in  wtfiiiff  tobe  nukd^ 
i**!?"*^'         •f*"^*  Collector  or  other  Officer  in  charge  of  a  port 

or  St^  .S^r^iy'.yg  Jiir:«l»ow  delivery  upon  being  satisfied  that  the  im- 

n^SlSStidli^  of       mm^.  «id  upon  his 

mqgimiwtm  in  Bnggng*.- Importation  is  prohibited,  except 
Safuly  Cartridges  for  private  use. 

Hii  duties  upon  Tobacco  and  Spirits  vary  somewhat  according 
to  description  and  strength,  and  there  is  an  additional  chaige 
of  I/-  per  gallon  on  Still  Wines  in  bottle,  and  2/6  on  Spariding 
Wines. 

The  following  are  prohibited False  Money,  Saccharine.  l«t«cts 
of  Coffee,  Chicory,  Tea,  Ifalt,  or  Tobacco ;  Tobacco  Stalls  stripped 
of  the  leal,  and  Tobacco  Stalk,  Copyright  Books  reprinted  abroa4 
articles  with  marics  or  names  imitating  those  of  Irtish  manu- 
facturers, etc. 

In  the  United  Stales  and  Great  Britain  new  and  stringent  mles 
have  been  adopted  by  the  Customs'  authorities  in  idation  to  the 
examination  of  passengers*  effects.  Formerly,  when  luggage  arrived 
unaccompanied,  it  was  merely  detained  until  the  owner  or  his  agent 
could  attend  with  the  keys  of  the  packages.  Now.  however,  the 
examination,  instead  of  being  the  matter  of  form  to  which  travelleis 
have  been  accustomed,  is  conducted  in  a  searching  manner,  every 
package  being  thoroughly  overhauled. 

Upon  landing  at  Continental  ports,  and  in  passing  the  various 
iiontiers,  there  is  often  an  examination  of  baggage,  even  thoi^h 


BALE  GOODS,  OR  FINE  GOODS. 


9 


registered  through;  it  is  advisable  always  to  declare  any  article  be- 
lieved to  be  liable  to  duty ;  it  should  be  remembered  also  that  every 
Custom  House  Officer  can  search  a  person  if  he  chooses.  On  the 
Continent  dutiable  goods,  packed  witit  articles  of  apparel,  or  other- 
wise concealed,  are,  as  well  as  the  arlkles  in  which  th^  may  be 
placed,  Mafale  to  seizure ;  travellers  are  warned  that  the  seizure  is 
strictly  enfereed  unless  the  examining  officer  is  inlormed  of  the 
articl^  being  in  the  package,  and  the  goods  duly  declared  previously 
to  its  being  opened. 

Weight.— Passengers  are  aUow^  the  following  amount  of  bag- 
gage free  of  charge. 


p.  d  O.  B.  I. 

ist  Class.. .336  lbs.  336  lbs. 

and   168  lbs.  168  lbs. 

Children...  Half.  Half. 
Extra  baggage 
fMrxxalSs.  lo/- 

Fir  cubic  foot  ...  i/- 


Orient.  Wh.  Star. 

40  c.f.  20  c.f. 

20  c.f.  20  c.f. 

Hidf.  Half. 


s/6 


1/- 


Cunard.  Clan.  N.  Y.  K. 

20  ft.  40  ft.     40  ft. 

20  ft.  20  ft,     ao  ft. 

Hall.  Half.  Halt 


I/-  If 


Insoranoe.— When  desired,  baggage  can  be  insured  at  about  the 
following  rates : — 


Mediterranean  and  Suez  ... 
India 

Australia,  China,  and  Japan 
New  York,  or  other  American  ports 


10/-  to  15/-  per  £100. 

...  20/-  per  £100. 
25/-  to  30/-  pel  £ioo. 
10/-  to  15/-  per  £100. 


Jew«tlery,  Plate,  Etc.— Passengers'  baggage  must  contain  only 
their  personal  effects.  If  there  should  be  any  jeweUeiy,  plate  or 
valuables,  they  may  be  specially  declared  and  insured,  and  freight 
paid  on  them. 

Packages  containinggoodsof  a  dangerous  nature,  or  liquids,  should 
not  be  shipped  as  personal  luggage.  Any  infringement  of  this  rule 
renders  the  passenger  liable  by  law  to  fine  and  in^risonment,  and 
also  for  any  damage  to  other  goods. 

BAU  0€Mn>S,  OR  FINE  GOODS.^Shipped  from  al)  parts  of 
the  wwld,  vary  in  size  and  weight  as  in  vahie.  Scnne  desoiptions 
sent  from  Manchester  to  Red  Seat  ports  average  quite  one  ton  each. 
The  stowage  of  fine  goods  requues  time  and  attention.  It  is  not  an 
unusual  thing  to  find  two  or  three  thousand  tons  shipped  in  about 
the  time  it  would  take  to  load  as  much  coal.  Goods  of  this 
description  tumbled  into  thar  places,  and  blocked  ofi  with  any- 
thing that  comes  to  hand»  cannot  be  consideved  as  propedy 
stowed. 

When  at  sea,  and  subject  to  the  contmued  motion  of  the  vessel. 


lO 


BALLAST. 


*^  destroy  one  another.  Steam  vtamhhmt  a  vibiation  day  and 
m^t  when  under  wdgh.  known  as  paniing.  Goods,  unleas  well 
stowed,  are  consequently  nihbing  against  each  other  even  in  cakn 
weather.   Hooks  should  not  be  used  by  the  stevedm's  neii  whilst 
working  bale  goods.   NeveraUowabaie  to  be  hoisted  in  or  oot  <rfits 
place  by  case  hooks.   Avoid  the  use  of  the  crowbar  as  much  as 
possible.   Do  not  work  or  drag  bales  over  rough  articles  such  as 
niachinery  or  railway  iron.  etc.   The  stowage  of  cases  and  bales 
tqgether  is  a  fruitful  source  of  damage,  and  in  such  instances,  cases 
with  won  hoops  are  often  rolled  over  a  platform  made  with  bales 
without  any  protection  in  the  form  of  planks,  tarpaulins,  or  mats  be- 
tween.   Under  such  treatment  the  in j  ury  done  to  the  bales  has  been 
known  to  cost  more  than  the  freight  obtained  on  the  goods  damaged. 
Consignees,  especially  in  the  East,  expect  to  receive  packages 
Identically  the  same  as  when  they  leave  the  hands  of  the  packer 
OMisequently  they  make  no  allowance  for  wear  and  tear,  but  claim 
for  the  most  trifling  damage.    Unfortunately  it  has  become  the 
cnstom  in  most  ports  to  allow  for  these  chafings.    Scratches  which 
a  Sliji's  officer  would  never  notice  in  the  ordinary  way  when 
leceiving  thecaigo  are  sure  to  be  aUowed  for.  especially  if  the  con- 
t«its  td  the  bale  beexposed.   Bales  of  shirtings  should  be  stowed  on 
meir  edges  in  the  wings,  and  flat  amidships.    Be  careful  with  mats 
awl  dnnnage,  especially  in  the  wings.   Good  bamboo  mats  are 
oiten  lised  between  bales  and  iron,  and  seem  to  answer  on  flat 
.surfaces. 

ao  cwt.  of  Bale  Goods  well  pressed  will  stow  in  48  teet,  but  they 
vary  nmch  according  to  the  articles  shipped. 

Balet  of  Dudes    20  cwt.  should  stow  in  47  feet. 

Maim  <lf  ENmmtics    ...   20  cwt.  should  stow  in  70  feet. 

Bales  of  Canvas  ,   2ocwt,  should  stow  in  42  to  45feet. 

BALLAST.— The  amount  of  stiffening  required  to  make  a  vessel 
perfectly  safe  at  sea  should  be  a  subject  of  careful  stndy  and  con- 
sideration to  both  master  and  officers.  Unfertmiately  nohard  and 
fastjrule  can  be  laid  down  for  their  guidance ;  the  stability  of  ihs 
ship  and  the  nature  of  any  caigo  to  be  carried  can  alone  give  a 
satisfactory  conclusion.  A  vessel,  espedaUy  a  flat-bottomed  one 
may  appear  perfectly  stiff  and  safe  in  fine  Weather,  which  wonld 
be  dangerously  tender  in  a  sea-way. 

Water  ballast  seems  destined  ultimately  to  become  general  on 
laige  iron  vessels.  Tanks  in  the  bottom,  however,  have  certain 
dements  of  danger  which,  unless  studied  and  understood,  wapjead  to 
most  disastrous  results.   In  using  ordinary  kinds  of  ballast,  stone  is 


BALLAST 


II 


safer  than  sand  or  tnhbish ;  hard  Jinly  ones  can  sometimes  be  re-sold 
in  large  towns  for  road  metaL  H^eie  stones  cannot  be  obtained  in 
soffident  quantities  sand  maybe  used  with  greater  safety  by  making 
a  platform  of  the  former,  thmby  raising  the  sand  seveial  laet  from 
the  bottom  of  the  vessel. 

Before  taking  in  ballast  liable  to  run,  such  as  sand,  it  is  necessary 
to  provide  against  its  gettmg  into  the  limbers  and  choking  the 
pumps. 

This  precaution  should  never  be  neglected.  With  tea  cargoes. 
Chinese  stevedores  prefer  shingle  or  small  stone  ballast,  it  being 
the  easiest  to  work. 

When  loading  or  discharging  ballast  into  boats,  it  is  required  in 
most  ports  to  have  a  tarpauhn  hung  out  to  prevent  any  falling 
overboard.    The  neglect  of  this  precaution  may  lead  to  a  fine. 

"  Blue  Billy  "  appears  to  be  a  species  of  quicklime  refuse  obtained 
from  gas  works,  and  charged  with  inflammable  impurities.  In  one 
instance  this  stuflf  was  covered  with  other  ballast ;  the  heat  being 
unable  to  escape,  the  vessel  caught  fire,  and  very  serious  damage 
resulted.  Certain  red  marl  and  stones,  shipped  at  Bristol  as  dry 
rubble  ballast,  have  been  ascertained  to  be  largely  solnMe  in  water. 
In  a  reported  case  in  which  a  vessel  sprang  a  leak,  it  dissolved  and 
choked  the  pumps,  thus  materially  ccmtribnting  to  her  loss.  A 
species  of  mod  ballast  in  use  at  Dublin  also  appears  to  be  of  an 
objectiooaUe  nature. 

The  master  of  a  vessel  having  instructions  from  her  owners  to 
.purchase  ballast  in  a  foreign  port,  no  mention  being  made  of  the  price 
per  ton,  it  was  held  that  having  purchased  rubble  sand  and  old 
building  material,  when  better  stuff  coulc|||||9ire  been  obtained  at  a 
higher  rate,  the  ultimate  loss  of  the  Ussel  was  in  a  great 
measure  due  to  his  default,  and  the  Court  suspended  his  oeitificate  in 
consequence. 

"Earnmoor,"  S.S.  built  at  Yarrow,  1887,  owned  by  Earnmoor 
Steamship  Company,  Limited,  tonnage,  1,319,  Baltimore  to  Rio  with 
wheat,  went  on  her  beam  ends  and  foundered  in  lat.  25°  N.,  long. 
70*  W.,  September  5th,  1889,  whereby  nineteen  lives  were  lost. 
Inquiry  held  at  London,  January  i6th,  1890,  before  Cunninghame 
Inspector.  Los6  caused  by  vessel  not  having  sufficient  stability 
owing  to  her  empty  ballast  tanks,  which  contained  1 1,620  cubic  feet 
of  air  space. 

Damp  or  wet  sand,  also  inferior  kind  of  rubbish,  will  often  damage 
cargo  of  a  dry  nature,  if  stowed  over  without  being  separated  by 
planks. 

20  cwt.  or  one  ton  of  Sand  stows  in  19  'cubic  feet ;  coarse  Sand 
one  ton  in  20  feet. 


12 


BANANAS,  ETC. 


m  cwt.  or  mm  tmi  Bmgh  Ballast  stows  in  about  aa  cubic  feet. 

20  cwt.  of  Loose  EMfa  in  24  fest. 

20  cwt  of  Cky  stow  in  24  lest. 

20  cwt  of  Oay  witi  Giavd  in  18  feet. 

BALSAM  CSOPIYI. — ^An  Oil  having  a  most  nauseous  taste  and 
odour.  It  should  never  be  stowed  amongst  articles  liable  to  be 
damai^  hf  contact,  espedally  those  of  an  edible  nature. 

Inramll  kegs,  20  cwt.  stow  in  60  feet 

BAMBOOS  AND  RATTANS  should  not  be  used  for  dunnage 
unless  shipped  lor  tie  purpose.  Claims  have  often  been  made 
against  shipowners  for  damage  to  bamboos  by  heavy  cargo  having 
been  stowed  over  them.  Light  bamboo  used  as  dunnage  will  split 
and  give  way  under  undue  pressure.  It  is.  however,  an  excellent 
fiotection  for  tbesides,  especially  withgrain  cargoes.  (5**  Rice,  and 
Dilmui^e.) 

Tile  male  baniboo,  if  mm,  is  an  exception  to  this  rule,  it  being 
•tning  and  not  easily  broken. 

BANANAS,  PINEAPPLES,  PLANTAINS,  etc.,  are  shipped 
green  by  steamers  from  the  West  Indies  and  Atlantic  Islands.  The 
bolds  of  vessels  are  fitted  with  racks  supported  by  stanchions.  They 
iMnn  sfalHlllor  platforms,  the  extreme  length  of  the  holds,  with  a 
passage  way  down  the  centre.  The  bunches  of  fruit  are  then 
stowedwitliaportionof  their  fbliageckn  in  layers  according  to  their 
9»  and  wdij^t,  caie  being  taken  not  to  overload  the  lower  tiers,  or 
they  wiH'gMill.  Ventilate  as  lor  fruit 


is  an  alkali  obtained  by  the  combustion  of  Plants, 
etc.   20  cwt.  stow  in  40  feet. 

BARJARI.— An  Indian  pulse.   20  cwt  in  bags  stow  in  54  feet. 

BARK.— Tbis  article  may  geneially  be  stowed  with  diy  goods 
when  fm  franiaiiifli  or  objectionable  qualities.  Can  shonhi  be 
taken  to  keeii  the  finer  kinds  away  iiosi  oify,  damp,  or  stcoi^- 
smdlng  articles,  as  they  may  be  damaged  by  contact.  Boravian 
Bark,  sewn  up  in  dry  hides,  must  have  careful  stowage. 

New  Yoik  bifl  average  1x3  to  134  lbs.,  and  measure  6  It.  3  ins. 

Bales  measure  S  ft.  9  ins.,  casks  abont  32  ft.  7  ins. 

Hogsheads  weigh  2.148  to  2,^  lbs.,  measme  72  ft  jins-toySft 
2  Ins.  each. 

Hogsheads— One  ton  (20  cwt.)  of  Tree  Bark  stows  in  75  feet  to  85 
feet.   One  ton  (20  cwt.)  bags  of  Coppice  stows  in  about  100  feet. 

Oak  Bark  from  the  Mediterranean  shipped  in  bags  ol  100  lbs. 
each.  20  cwt.  stow  in  about  54  feet 


•  BECHE-DE-MER— BEEF  AND  PORK.  13 

BB€jHB<»DE-M£R. — ^The  bdche^de^mer,  tiefiang»  oraea«slqg;  as  it 
IS  variously  called,  consists  of  eif^torten  marketable  varieties^  &om 
the  small  white  fish,  worth  £17  a  ton,  to  the  large  teat  fish  ndiich 
realises  £120  per  ton.  It  lives  among  tiie  sea  grasses  on  the  omlreel^ 
in  the  I^fic  Ocean.  In  appearance  when  first  caught  they  are  of  an 
oval  shape,  dark  coloured  on  the  back,  and  vary  in  length  from  6  to 
24  inches.  Considerable  care  must  be  given  to  the  operation  of 
curing  them,  which  is  performed  by  cleaning  and  boiling  over  a  fire. 
They  are  then  dressed  either  on  a  perforated  wire  stage  over  a  fire, 
or  in  the  sun.  When  thoroughly  cured  they  are  as  crisp  and  brittle 
as  dry  glue,  but  after  lying  in  sacks  any  length  of  time  become  soft  like 
india-rubber.  A  man  smart  at  his  work  can  cram  20  cwt.  into  14 
com  sacks,  after  which  they  are  marked  and  ready  for  shipment. 
China  absorbs  the  bulk  of  this  product.  In  stowing  large  quantities 
below,  it  must  be  remembered  that,  however  dry,  there  is  often  a 
disagreeable  odour  given  off,  which  might  damage  other  goods. 

BEANS. — Haricot  beans  m  bags.  20  cwt.  stows  in  68  feet 
Barrels  of  Beans  average  258  lbs.  each,  measure  7  ft.  11  ins. 
(Alexandria)  in  bulk.    20  cwt.  stow  in  47  feet. 

BEEF  AND  PORK.— Stow  as  moist  cargo  and  apart  fmm  dry 
goods.   {See  Casks.) 

Tierces  of  American  Salt  Beef  usually  measure  11  ft.,  and  wei^ 
•  about  504  lbs.,  and  contain  304  lbs.  of  beef. 

Barrels  measure  7  ft.  8  ins.,  and  weigh  360  lbs.  each. 

Half  Barrels  measure  5  feet,  and  weigh  216  lbs.  each. 

Tierces  of  Buttocks  measure  11  feet,  and  weigh  491  lbs.  each. 

Barrels  of  Pork  measure  7  ft.  5  ins.,  weigh  from  320  to  360  lbs., 
average  340  lbs.,  and  contain  200  lbs.  of  pork, 

Tierces  of  Beef  Fat  weigh  from  385  lbs.  to  491  lbs.,  and  measure 
10  ft.  8  ins.  to  II  ft.  2  ins.  each. 

One  ton  (2,240  lbs.)  Pork  or  Buttocks  stows  m  about  50  feet. 

One  ton  of  20  cwt.  Tierces  of  Beef  stows  in  52  feet.  Barrels  of 
Bladders  weigh  350  lbs.,  measure  7  ft.  5  ins.  each.  (See  Gomed 
Beef.) 

BENZINE.— A  highly  inflammable  and  dangerous  article.  On 
one  occasion,  in  a  basketful  of  bottles  containing  benzine,  one  was 
broken,  and  the  inflammable  stuff  ran  down  the  deck  coal-spout  into 
the  engine-room ;  a  volume  of  smoke  shot  up  instantly  as  high  as 
the  top  cf  the  funnel,  and  one  of  the  paddle-boxes,  the  smokmg-room 
^deck,  and  the  conductor's  room,  with  all  his  papers,  were  soon 
destroyed.  The  steamer  was  almost  reduced  to  a  wreck. 

{See  Naphtha,  and  Dangerous  Goods.) 


14 


BEESWAX— BILLS  OF  LADING. 


BWMmhX,  packages  containing  tins  article  am  sddoni 
Qiiitoneltlier  in  suBeorweiglit  Cair  sbonM  lie  taknn  to  note  on 
file  maa^  and  B.  L.  any  oliieclionable  leatnve,  sodi  at  Did  second* 
liand  caii0.  or  loeiotine  tin%  that  mky  h/LVt  been  osed  lor  packing, 
otiieriiise  tbe  expenae  of  lepaiimg  niay  fall  on  the  abip.  Excessive 
hent  willcanse  wax  to  melt  and  thOTebyendanger  other  articles  stowed 
near ;  with  this  exception  it  has  no  objectionaMe  quality,  and  may  be 

Ameiican  cases  wei^^  abont  293  lbs.,  measme  about  9  ieet 
Snai  cases  about  150  lbs.,  and  measure  about  5  ft.  2  ins.  each. 
BifiA  wrigh  from  378  to  385  lbs.,  measure  about  II  to  12  leet  each. 
Barreli  wogh  about  290  lbs.,  and  measure  9  ft.  2  ins.  each. 
When  y  banels  equal  one  ton,  they  generally  stow  in  about  65  feet. 

BBTIL  MJT.-^m  ArecnNut* 

MIXS  OF  IIRAj;rH.-Consu]s  iwdent  in  Ibieign  ports  aie 
authoiised  to  issue  and  endorse  Bills  of  Health,  and  state  on  snch 
documents  the  existence  of  any  pest  or  fdague,  such  as  Cholera,  etc., 
at  the  time  prevailing.  He  can  also  at  the  lequest  of  the  master 
giant  certain  certificates  icgaiding  the  caigo  shipped  at  his  port. 
Such  documents  must  be  delivered  over  by  the  master  tofheQuaran- 
tine  or  Medical  Officer  at  the  port  of  destination.   {Su  Oiwrintiiin.) 

BILLS  OF  LADING.— There  are  few  things  connected  with  the 
shipping  of  cargo  which  require  closer  attention  than  the  signing  of 
Bills  of  Lading.  Before  signing  read  them  carefully,  and  if  in  Great 
Britain  see  that  th^  are  stamped  (for  signing  an  unstamped  one  a 
master  is  liable  to  a  penalty  of  £50).  Do  not  on  any  account  sign 
until  the  cargo  has  been  shipped;  many  dosonto  the  goods  are 
alongside,  but  there  is  no  saj^ng  what  may  happen  during  the  time 
they  ate  left  there,  andthemaster  ishddie^Knnible  if  he  has  signed 
betohand.  A  letter  of  indemnification  is  not  kxiked  i:^n  as  of  any 
value  should  anything  go  wrong.  When  Bills  are  presented  for 
signatuie,  stating  that  the  packages  contain  certain  quantities,  or 
stating  in  what  condition  th^  are,  it  is  always  wise  to  insert  the  words 
"  SAID  TO  BE." 

In  the  event  of  getting  permission  to  open  packages  for  convenience 
of  stowage  or  if  found  necessary  to  stow  on  deck,  be  sure  that  such 
pemnt  is  indnded  in  the  agreement. 

Make  sure  that  the  entries  in  the  cargo  bookcoindde  with  the  Bills 
of  Lading,  and  remember  that  in  the  case  of  miUm  and  prinUd 
bills  the  former  have  the  preference  in  a  Court  of  Law  should  any 
difference  crop  up.  See  that  Bills  of  Lading  are  produced  by  all  to 
whom  cargo  is  d^vered.  As  the  master  is  je^nsiWe  for  all  signa- 


BLEACHING  POWDER. 


15 


tures,  he  should  make  a  pmnt  of  getting  all  Bills  of  Lading 
verified  before  sailing. 

A  Bill  of  Lading  by  ^n^bich  goods  aie  made  ddiverable  totiie  con- 
signees, "  they  paying  lor  the  goods  as  per  charter-party,"  does  not 
inakA  oonsignees  lialrie  ior  denramge  iucurred  at  tiie  ktading  port. 
If  the  master  claims  any  rights  ai  Um  on  the  cargo  for  fn^t, 
demurrage, or dead-^ei^,  ^sametnastbedearlystatedintheBQl 
of  Lading.  U  there  is  a  dadm  on  account  of  detoition  bqwd  the 
demurrage  days,  that  abo  flbouldbe  staled.  {See  EaoelpCs.) 

BITUMEN  comprises  a  Wide  range  of  inflammable  mineral  and 
tarry  substances.    {See  Pitch,  Tar,  Asphalle,  etc.) 

BLACKING. — Cases  containing  this  article  in  tins  weigh  from 
69  lbs.  to  75  lbs.,  and  measure  i  ft.  4  ins.  each. 
Crates  measure  4  ft.  2  ins.,  barrels  11  ft.  11  ins.  each. 

BLACKING  MOULDERS.— Average  36  cwt.  each,  and  measure 
64  feet  each. 

BLACK  LEAD.— PLUMBAGO  or  GRAPHITE.  Generally 
shipped  in  casks.  The  dust  escaping  through  the  staves  when 
working  or  rolling  this  kind  of  cargo  causes  damage  to  other  goods. 
It  is  said  to  be  liable  to  spontaneous  conibustion&stowed  with  Oil 
on  long  voyages.    (See  Plumbago.) 

BLACKWOOD.— A  hard-grained  but  Mttle  wood.  20  cwt. 
stow  in  about  65  feet. 

BLACKWOOD  WARE.— Japan  and  China,  in  cases  measuring 
from  ID  to  18  feet  Weight  and  value  vary.  Stow  among  dry  goods 

only. 

BLADDERS.^In  barrels,  average  size  2  ft  5  ins.  by  i  ft.  9  ins.  by 
I  ft.  9  ins.  equals  7ft.5ins.,  weight  350  lbs.  each.  Stow  the  same 
as  Beef  or  Pork. 

BLEACHING  POWDER.— Chlorides  of  lime,  soda,  and  potash, 
and  their  solutions  yield  chlorine  spontaneously.  They  have  a  strong 
odour  of  gas  and  powerful  bleaching  properties.  Shipped  in  jars, 
cases,  or  casks,  they  should  never  be  stowed  near  dry  or  choice  cargo  ; 
by  the  vapour  alone  bale  goods  will  become  damaged  if  stowed 
in  the  same  hold.  The  staves  of  casks  used  for  this  powder  will 
often  rot  in  a  single  passage,  and  the  cost  of  repacking  may  lall  on 
the  ^p.   (5^  Chloride  of  Lime.) 

One  ton  or  20  cwt.  in  cases  stows  in  80  feet. 

BLUE  BILLY.— Se^j  Ballast. 

BLUE  LIGHTS.— Sei;  Exploeives. 


16  BONES,  AMD  BONE  MEAL. 

BONES,  AMD  BONE  ilBAL.-~Before  receiving  loose  bones, 
aHier  lor  bratai  stowage  or  dunnage,  it  should  be  ascertained  that 
fi^  are  peife(%  diy  and  oompan  sweet,  otherwise  damage 
my  result  frowi.eicesil've  hwiting,  or  the  odour  may  injure  such  goods 
as  idwtt,  lice,  ioar,  etc.,  and  came  tiMsm  to  ttildew.  This  article 
often  tins  out  short  on  delivery.  It  is,  therefore,  necessary  in 
giantingmrecei]il{or  loose  hoDestostate«&o«lso  many  tons;  donot 
name  a  iaoed  amount  if  you  can  avoid  so. 

Bone  meal  Ins  sometimes  a  sli|^  odour,  and  also  creates  a  great 
dust  oner  artkles  stowed  aiound»  e^)ecialty  when  woriredin  or  out 
inanyfiiantity.  Being  heavier  than  most  artidessh^pped  inbags, 
it  isfeiieially  taken  in  the  first  and  dischaiged  the  last,  ^nps  are 
often  made  to  pay  for  loss  arising  from  the  use  of  seamd'toid,  old 
and  inf eiior  begs.  All  marks  should  be  clear  and  distinct ;  superfluous 
ones  should  not  be  albwed  on  any  condition,  as  they  lead  to  disputes 
when  dtflchaiging'  at  the  port  of  destination.  used  for  bone 
meal  dry  up  and  rot  very  quickly. 

Bone  ash  should  be  kept  perfectly  diy,  or  it  will  be  liable  to 
.  spontaneous  combustion. 

Bone  meal  stows  20  cwt.  in  about  45  cubic  feet. 

Crushed  bones  20  cwt.  in  60  cubic  feet. 

One  ton  of  loose  bones  stows  in  about  85  cubic  feet. 

One  ton,  20  cwt.,  of  calcined  bones  in  bulk  stows  in  106  feet. 

One  ton,  20  cwt..  of  common  bone  manure  stows  in  about  72  feet  ; 
best  53  feet. 

BOOKS,  PAPERS,  STATIONERY,  etc.— Usually  packed  in 
tin-lined  cases.    Should  be  carefully  stowed  among  dry  goods  only. 

Cases  of  paper  measure  about  4  ft.  i  in.  each. 

Cases  of  pencils  from  19  ft.  11  ins.  to  24  feet  each. 

Cases  containing  books,  measuring  36  ins.  by  18  ins.  by  18  ins., 
weigh  310  lbs. 

BOOTS  ANDSMOESr— In  trunks  and  cases;  weight,  etc., 
various  and  uncertain. 

BORAdG  ACID. — ^In  casks,  20  cwt.  stow  in  64  feet. 

BORAX,  OR  TMGAL. — ^A  colourless  crystalline  compound  of 
bmdc  add  and  soda.  As  it  reaches  this  country,  Califomian 
borax,  alter  being  free^  from  itsearthy  elements  at  the  Borax  Lake, 
is  put  up  in  small  bafi,  and  consists  ol  pure  wiiite  aystab,  idiich 
are  crushed  into  a  ftie,  white,  almost  impalpaljle  powder  m  tiie 
lactones.  After  undeigoing  various  piocesses,  it  conies  out  eventu- 
ally to  the  ontnde  worid  as  borax  extract  of  soap,  borax  diy  soap, 
WMliiaf  powdeis,  etc  This  prepared  Caliiomian  boiax  is  used  in 


BORAX,  OR  TINCAL 


17 


the  laundry,  for  washing  cattle,  helping  to  heal  wounds,  and  many 
other  purposes.  Its  virtues  in  preventing  decomposition  in  hams 
and  salted  meats  are  also  well  known.  Water  c6ntaining  one  per 
cent,  of  borax  will  keep  sweet  for  years,  and  remain  safe  for 
drinking. 

The  soap  prepared  with  borax,  however,  has  been  thought  by 
some  to  have  a  more  corrosive  influence  on  fibres  than  common 
soap.  In  Belgium,  powdered  borax  is  used  for  washing  purposes, 
with  a  view  to  economise  soap ;  while  in  Sweden,  meat  and  milk  are 
largely  preserved  by  means  of  boracic  acid,  its  use  in  no  way  render- 
ing these  viands  less  wholesome.  It  is  also  valuable  for  hard 
soldering,  and  is  in  use.  for  pottery  glazes  and  enamels. 

In  addition  to  the  natural  supply  of  crude  borax  already  mentioned, 
this  substance  is  largely  made  from  boracic  or  boric  acid,  found 
among  the  matters  ejected  around  the  craters  of  volcanoes.  Works 
for  utilising  and  preparing  it  exist  in  the  Marenmia  of  Tuscany, 
where  the  acid  is  condensed  from  the  boiling  springs  and  heated 
gases  issuing  from  fissures  in  the  rocks.  It  is  also  found  in  Central 
Asia,  Canada,  Peru,  and  in  Nevada,  United  States. 

In  bags.   20  cwt.  stow  in  about  42  feet  (variable). 

BORATE  OF  LIME  is  much  lighter  than  coal,  and  little  over 
half  the  weight  of  nitrate  of  soda.  It  is  not  so  susceptible  of  injury 
by  dampness  as  nittate.   20  cwt.  stow  in  about  52  feet. 

BOTTLES  In  crates  20  cwt.  empty  bottles  stow  in  S$  feel 

BOUSSIR  is  a  dust  from  rice  expc^lii^^  from  Rice 

Ports.  This  being  a  Ught,  dry  article,  it  can  bestowed  among  dry 
goods.   20  cwt.  in  bags  stow  in  about  60  feet. 

BOXWOOD  .—A  close-grain  wood.  20  cwt  stow  in  about  65  feet 
to  70  feet. 

BRAN.— The  British  Admiralty  allows  48  bushels  to  one  ton. 
American  bags  average  140 lbs.  to  164  lbs.  eacli,  measure  about  8 
feet.  20  ibs.  Wheat  Bren  to  the  bushel  m  New  York. 
Bales  compressed  Bran  about  200  lbs.  measure  about  six  feet. 
One  ton  or  20  cwt.  Bran  in  bags  stows  in  ab^ut  110  to  140  feet. 
One  toin  or  20  cwt.  compressed  bales  stows  in  about  80  feet. 

BRANDY  is  considered  proof  by  the  Cnstom  House  authorities 
If  containing  50  per  cent,  of  alcohol,  when  the  temperatme  is  51^ 
Fahnnibeit.  It  weighs  twelve-thirteenths  of  an  equal  quantity  of 
dijrtilledi  water.  Bnupdies  and  other  spirits  for  abioad  are  generally 
in  hogsheads  and  quarter  casks,  or  packed- in  stmwhn  cases  ooatain- 
Stowage  c 


BIOKEN  STOWAGE 


ing  one  doitnoT  moce  bottleseack  Casks  weigh  336  lbs.,  immm 
II  ft.  6  ins.  each. 

20  cwt.  in  casks  stow  in  about  80  feet. 

Cases  containing  bottles,  20  cwt.  stow  in  52  to  60  feet. 

BREAD  OR  BISCUITS.— Care  should  be  taken  not  to  stow 
bfead  on  or  near  cordage.  It  readily  becomes  impregnated  with  the 
fumes  of  turpentine  or  tar.  The  scent  from  camphor  will  make 
bfead  unfit  for  use.  If  stowed  in  a  clean  lime-washed  iron  tan  k,  and 
the  Md  made  airtight,  it  will  keep  good  for  years.  In  bags  20  cwt. 
should  stow  in  about  140  feet.    20  cwt.  in  casks  about  160  feet. 

In  cases,  as  shipped  from  Meditenaiiean  ports,  20  cwt.  stow  in 
about  156  feet. 

1IROKEN STOWAGE,  BEAM  FITTINGS.etc— When  load- 
ing a  full  and  complete  cargo,it  is  the  duty  of  the  officers  and  stevedore 
to  select  certain  articles  for  broken  stowage.  Care  should  be  taken 
in  choosing  such  goods,  to  ascertain  that  they  are  of  inferior  value 
ij||lin  every  way  suitable  for  stowing  in  out-of-the-way  corners  where 
iiilKkl  stowage  is  required.  Sometimes  vessels  are  provided  with 
broken  stowage  when  loading,  shipped  at  a  reduced  rate  of  freight. 
When  this  is  the  case,  always  begin  by  getting  5  or  10  tons  on  board 
in  a  convenient  place,  and  insist  on  its  being  used  and  replenished  as 
required.  Vessels  wiO  stow  5  or  6  per  cent,  more  cargo  in  many 
instances  if  well  pioirided  with  suitable  broken  stowage.  Unless  such 
articles  are,  however,  actua%  used  for  the  purpose  for  which  they 
aiesMpped  the  imsdis  belter  without  them.  They  are  only  shipped 
to  fowheie  other  goods  will  not  stow. 

BROOM  HABiULKS— -Shipped  in  cases,  measuring  about  22  ft. 
sins.  each. 

BRIDGE  WORK  (Iron) . — ^Measures  usually  from  about  one  half 
to  Httk  over  a  half  of  its  weight.    (5^^  General  Cargo.) 

BRICSKS. — The  ordinary  brick  is  said  to  be  capable  of  absorbing 
one-fifteenth  of  its  weight  of  moisture,  consequently  small,  heavily- 
laden  vesseb  should  provide  against  the  evil  effect  of  such  a  con- 
tingency. In  bad  weather  any  water  getting  below  might  cause 
serious  trouble. 

About  300  fire-bricks  or  370  common  bricks  weigh  about  20  cwt. 
ao  cwt.  1^  bricks  stow  in  20  feet. 

Cases  of  fiie-bricks  weigh  from  7  to  lo  cwt.  and  measure  15  ft. 
7  ins.  to  16  leef  each. 

joo  fire-bricks  one  load.   1,000  tiles  one  load 

i/ioo  biicks  mM  stowed  reqinre  about  75  ciilic  leel  when  new^ 
ijom  old  bticfcs  about  68  to  70  cubic  feet. 


BUTTER. 


19 


BRAZIL  NUTS.— The  finitof  atree.  The  seeds  called  nuts  are 
enctosed  within  a  hard  woody  capsule  formii^  a  ball  larger  than  an 
orange .  Besides  bong  consumed  lor  food  they  yieM  a  pleasant  nutty 
oil  much  used  in  cooking. 

Barrds  of  Brazil  Nuts  measuring  2  ft.  4  ins.  by  2  ft.  8  ins.  by  i  ft. 
8  ins.  measure  about  6  ft  6  ins.,  and  weigh  160  lbs. ;  20  cwt.  stow 
in  about  90  feet. 

BRAZIL  WO<H>«~S«0  Woods. 
BRIMSTONE.— 50»  Salpliiir. 

BRISTLES.— Hairs  obtained  chiefly  from  the  backs  of  swine. 
Packed  in  barrels  of  10  cwt.   20  cwt.  in  casks  stow  in  about  96  feet. 

Bristles  for  Cliina,  packed  in  cases,  measuring  4  ft.  6  ins.,  generally 
weigh  I  picul  nett.  No.  i— |  250. 

No.  2—1  125-150. 
No.  3—1  50. 

BULBS. — A  vegetable  root  shipped  in  considerable  quantities. 
Cases  should  be  carefully  handled,  and  stowed  in  a  dry  cool  part 
20  cwt.  stow  in  80  feet. 

BULLION.— S<J^  Gold,  etc. 

BUTTER. — Packages  containing  this  article  are  generally  suffi- 
ciently strong  to  carry  the  contents  with  safety,  but,  when  roughly 
handled,  orif  heavy  articles  are  stowed  upon  them,  they  are  liable  to 
give  way  and  cause  trouble.  The  coolest  part  of  the  ship  should 
always  be  preferred  for  goods  of  a  greasy  nature.  It  is  hardly 
necessary  to  point  out  the  advisability  of  keeping  such  articles  by 
themselves,  and  away  from  anything  liable  to  damage  by  contact. 

Turpentine,  Tar,  Oily  Ropes,  Bones,  or  other  smelling  articles  will 
destroy  the  value  of  butter  if  stowed  in  the  same  hold. 

Kegs  of  butter  weigh  63  to  70  lbs.  and  measure  i  ft.  10  ins.  each. 

Tubs  of  butter  73  to  85  lbs.  measure  2  ft.  i  in.  each. 

Firkms  of  butter  112  to  120  lbs.  measure  3  ft.  3  ins.  each. 

Cases  containing  tins  of  butter  measure  4  ft.  i  in.  each. 

Cases  of  Irish  butter,  8  tins  of  14  lbs.  each,  weigh  130  to  140  lbs., 
and  measure  35  ins.  by  17  ins.by  12  ins.  each. 

One  ton  (2,240  lbs.)  stows  in  70  cubic  feet, 

C3AMPHINE.— Camphine,  Oil  of  Tuipentine  rectified  by  redistiUa- 
tion  with  potash  and  water,  is  highly  inflammable.  It  has  such  a 
powerful  odour  that  it  is  difficult  to  get  rid  of  it  when  the  stuff  has 
been  discharged.  It  should  not  be  carried  below  excepting  under 
special  conditions.  Under  no  circumstances  should  lights  be  allowed 
near  when  working  at  or  receiving  it  on  board. 


GAMPHOR«^€lii^Iiediii  casks,  cases,  or  drums.  Sometimes  tlie 
covering  is  very  light  and  the  cases  badly  lined.  A  small  parcel 
stowed  in  the  hold  will  damage  a  whole  caigo  ol  tea,  sugar,  flour, 
or  any  food-stuffs. 

Camphor  wood  boxes,  or  planks,  have  been  known  to  damage 
shipments  of  tea,  coffee,  etc.,  even  in  a  short  passage. 

Care  should  be  taken  in  carrying  Camphor  to  stow  in  a  part  of 
the  vessel  where  it  will  be  perfectly  dry  and  not  liable  to  damage 
other  goods. 

Camphor  from  China  ports,  packed  in  wooden  cases,  4  feet  to  6 
feet,  shipped  to  Calcutta,  Bombay,  London  and  Germany;  nett  weight 
95  catties  to  i  picul  per  case.  Special  stowage  tequired.  Value 
I40  to  $50  p.  picul  (133  lbs.). 

20  cwt.  in  cases  stow  in  about  68  feet. 

CAMWOOD. — ^A  red  dye  wood,  principally  obtained  torn  the 
iridnity  of  Sierra  Leone,  where  it  is  known  as  Kambi. 
One  ton  of  20  cwt.  stows  in  about  80  feet. 

CANARY  Sfi£D.— In  bags,  aotwt.  stow  in  about  58  feet. 

CAHMIP  FRUIT.— Oioice  freight,  and  generally  shii^  from 

1?ffiiMv1i  wiirftt 

In  cases  ao  cwl.  stow  in  80  feet. 

CANADA  BALSAM* — ^A  turpentine  obtained  by  incision  of  the 
Balm  of  Gilead  ir  txee.  United  States  and  Canada.  Shipped  in 
barrels  containing,  about  112  lbs.  each.  It  is  an  oleo-resin  of  pale 
ydlow  colour,  and  about  the  consis»tency  of  golden  syrup,  has  a 
peculiar  odour  and  a  bitter  taste.  Should  not  be  stowed  with  goods 
iable  to  damage  by  contact. 

20  cwt.  in  casks  should  stow  in  50  feet. 

CANDLES.—Boxes  of  Candles,  being  light  and  easily  worked, 
should  be  stowed  over  heavier  goods  in  a  cool  part  of  the  vessel. 
•  Stevedores'  men,  if  not  watched,  will  sometimes  use  fragile  articles  of 
this  nature  to  bbck  off  heavy  cases.  This  would  be  considered  bad 
stowage,  andEkely  to  result  m  loss  to  the  ship  should  she  encounter 
hmwy  weather. 

Generally  packed  in  boxes  wd^^g  about  56  lbs.  each.  Price's 
JPatent  Candles  for  ejqiortatkm  run  about  28  lbs.  each  case.  The 
JSngish  Admiralty  allow  about  zoo  doxen  to  the  ton. 

90  cwt.  in  cases  stow  in  about  56  feet. 

CANELLA. — The  bark  of  a  tree,  used  as  a  tonic,  and  sometimes 
as  a  spice.  It  yields  a  volatile  oil,  which  is  often  mixed  with  Oil  of 
Cloves.  In  commerce  the  bark  is  also  known  as  White  Cinnamon 


CANNED  MEATS,  ETC. 


21 


or  WMte  Wood  Bark.  It  is  exported  foom  the  Bahamas  and  West 
Indies* 

CANELLA  ALBA,  or  Wild  Cinnamon,  exported  in  casks  and 
cases,  in  long  pieces,  some  rolled  in  quills  and  others  flat ;  the  quilled 
is  thicker  than  Tree  Cinnamon.   {See  dnnamon.) 

CANBS,  Malacca.— la  bundles. 

CaiKS  from  Cfaiiia,  packed  in  Inrndl^  of  500  measoie 
7-to  IS  ieet.  Stow  as  ofdinaiy  caigo. 

CANNED  OR  PRESERVED  MEATS.  JAMS,  FRUIT,  etc.— 

Cases  of  Condensed  Milk  average  56  to  60  lbs.  and  measure  i  ft. 
2  ins.  each. 

Cases  of  Preserved  Beef,  32  lbs.  measure  7  inches  each. 
„  „  „    60  „  I  ft.  I  in.  each. 

„    97,,      „   2  ft.  I  in.  each. 
113  »      o   2  ft.  4  ins.  each. 
Box  containing  2  doz.  Chow  Chow,  weight  77  lbs.,  Qwasores  i  fl. 
8  in. 

Barrels  of  Cranberries,  130  to  135  lbs.  each,  measures  6  ft.  6  ins. 
each. 

Boxes  of  Preserved  Indian  Com,  48  lbs.,  measure  i  ft.  2  ins. 
Boxes  of  Farina,  56  to  64*lbs.,  measure  i  ft.  5  ins.  to  2  ft.  3  ins, 
f»ftchi 

Boxes  of  Flarini  Figs,  56  to  63  Ihs.,  measure  2  ft.  3  ins.  to  2  ft. 
S  ins.  eaich.. 
Drans  of  Figs  weigh  24  Ibsl  each. 

Boxes  of  Gelatine,  xa  to  x6  lbs.,  measure  i  ft*  i  in.  to  a  ft.  2  ins. 
each. 

Banels  of  Gelatine  measure  7ft.  5  ins.  each. 

Cases  of  Hominy  measure  i  ft.  6  ins.  each. 

Banels  of  Homiay  ivei^  220  lbs.  and  meatsure  6  ft.  11  ins.  each. 

Cases  of  Honey  measure  i  ft.  6  ins.  each. 

Barrds  of  MaiieBa  wagh  243  to  262  lbs.,  and  measure  6  ft.  Q  Ins. 
to  6  ft.  10  ins. 

Barrels  of  Maltine  itieasure  9  ft.  10  ins.  each, 

Banels  of  Oysters  weigh  263  lbs.  and  measure  6  ft.  6  ins.  each. 

Boxes  of  Oysteis  contain  4  doz.  tins,  58  to  60  lbs.,  and  measure 
X  ft.  4  ins. 

xo  Barrels  of  Oysters  equal  one  ton  or  2,240  lbs. 
Cases  of  Preserved  Peaches,  49  to  5x  lbs.,  measure  i  ft.  2  ins. 
to  I  ft.  3  ins. 

Cases  of  Preserved  Ps&is,  68  lbs.,  measure  x  ft.  6  ins.  each. 


CANVA& 


Cases  of  Pepperaiint  weigh  79  lbs.  and  measure  3  ft.  2  ins.  each. 
Cases  of  Raisins,  i  box  weighs     lbs.  and  measures  3  ins. 

ti  ft      i         ft  It  »»  5 

»•  t>      I         f»    32  to  38  ^bB'       „     8  ins. 

Cases  of  Squash  w&gh  76  lbs.  md  measure  x  ft.  8  ins.  each. 

Hall  box  of  Starch  weighs  4B  to  64  lbs.  and  measures  i  ft.  2  ins. 
to  a  ft.  7  Ins. 

1  Barrel  of  Staicfa  weiglis"23o  to  250  lbs.  and  measures  5  ft.  6  ins. 
One  case  Flofida  Water  measures  2  ft.  10  ins. 

One  Case  Taseline  measnres  9  ft.  x  in. 

2  doK.  Tins  Apcicots        ^  to  70  lbs.  and  measure  x  ft.  7  ins. 

2  do2.  lins  of  Aivples  iweighr70  to  91  lbs,  and  measure  x  ft.  8  Ins* 
to  2  ft.  xo  ins.  each. 

tiliriTlliiRlllAo* — ^Kimsii  rly,  or  the  ^istmng  Beetle.  Tne 
powder  and  tincture*  of  a  hi^^poisonous  nature,  have  a  medicinal 
value.  The  strength  of  this  poisoD  may  be  estimated  when  it  m 
Imown  that  the  XiX>th  part  of  a  grain  will  leaire  a  lar^e  blister  on  the 
ip  of  a  human  being.  It  has  a  disagreeable,  slddy  odour,  and 
wliether  in  casks  or  cases  should  not  be  put  amonf  edible  goods. 
Only  shipped  in  smaU  quantities. 

CABITON  MATTlMG.~In  tolls,  20  cwt.  stowin  about  x6ofeet. 

CANITAS. — Sails,  Awnings,  Sail  Goth,  etc.,  should  not  be  stowed 
where  they  can  become  damp  or  get  stained  by  lion  rust,  as  would 
result  if  stowed  against  stanchions,  etc.,  in  the  holds.  Loose  news^ 
papers  or  pieces  of  blown  packing  paper  should  be  spread  about 
when  mts  are  around,  otherwise  they  wll  destroy  the  canvas  by 
eating  holes  in  it. 

The  length  of  canvas  contained  in  a  bolt  is  from  3X  to  43^  yds. 

Bc^ts  w^gh  from  29  to  49  lbs.,  and  measure  24108.  by  9  ins.  by 
10  ins. 

20  cwt  in  bales  should  stow  in  47  feet. 

CSAOUTCMOUC— imiitt-niliber. 

CiAfSRS. — ^In  kegs,  20  cwt.  stowin  about  70  feet. 

ClARTHAMUS  SEED  (sometimes  called  Surm  5««<Q.~2o  cwt. 
win  stow  in  about  90  feet. 

CARAWAY  SEEI>8.-~In  bags  20  cwt.  should  stow  in  60  feet. 

CARDAMOM S«--Iight.  dry  teeds,  packed  in  bags,  boxes,  bundles, 
or  lobins-^usuaUym  boxes.  They  have  a  rather  pleasant  odour,  but 
should  not  be  stowed  near  tea,  butter,  etc. 

li  cases,  20  cwt.  stow  in  about  94  feet. 


CASKS,  BARRELS.  ETC. 


28 


GAROBS.-— Shipped  in  casks  from  Italian  ports.  20  cwt  should 
stow  in  31  feet. 

CARPETS.— Persian  Carpets  are  generally  shipped  in  rolls.  20 
cwt.  stow  in  about  80  feet.    Bales  in  140  feet. 

GARTRIDG£S.-^00  Anunuiiitioii. 

CASHEW  NUT.—Kidney  shaped,  the  kernel  oUy.  but  pleasant 
and  wholesome.  It  is  sometimes  mixed  with  wine,  and  ateo  mm 
chocolate.  A  kind  of  gum  exudes  from  the  bark,  not  unhla  gum 
arabic. 

20  cwt.  in  bags  stow  in  75  feet. 

CASKS,  BARRELS,  KEGS,  and  PUNCHEONS,  etc.— Owners 
have  often  to  pay  large  sums  of  money  for  the  loss  sustained  by 
improper  stowage  of  casks.    It  is  usuaUy  allowed  to  stow  3  heights 
of  tripes  4  heights  of  puncheons,  6  heights  of  hogsheads,  6  heights  ot 
tierctt  of  beef  or  pork,  and  8  heights  of  flour  or  bread  barrels. 
Authorities  differ  as  to  the  best  means  of  stowing  large  quantoties. 
Casks  properly  stowed  either  bilge-and-bilge,  or  bUge-and-canttoe. 
will  under  ordinary  circumstances  turn  out  in  good  order.  The 
following  is  the  opinion  of  "  Stevens  on  Stowage."    "  In  stowmg 
let  them  be  carefully  beddedand  quoined  ;  use  thesKcein  Pr^^«ce 
to  the  crowbar  ;  see  that  the  bung  holes  are  all  up,  the  bilge  wee  and 
the  heads  clear ;  the  beds  should  be  thick  enough  to  keep  thebUee 
clear  when  placed  near  the  heads,  commonly  called  the  ^P*'*®^' 
which  is  the  proper  position,  being  the  strcmgest  part  of  the  caslL 
Let  the  chines  meet,  so  that  the  chine  of  one  cask  shatt  not  work 
into  the  head  of  the  next."  Ainsley  says:  "  Place  them  exactly 
fore-and-aft.  bung  up  and  bilge  free.  wiOl  quoined  with  three  inches 
of  soft  wood  beds,  andnottrustto  hanging  beds.   AUUqmds  should 
be  bUge-and-cantEne  for  two  reasons,  ist.— When  stowed  in  this 
way  they  are  much  safer ;  in  fact,  they  almost  stow  themselves. 

and.  Because  you  only  require  ^  size  of  the  head  of  the  cask  to 

stow  each  tier,  thus  economising  space.  Plenty  of  quoins  should  be 
used  in  stowing  casks.  The  bilges  should  be  free,  not  only  from 
underneath,  but  from  the  cask  also  on  either  side ;  they  must  be 
stowed  ctose  untU  the  longer  is  completed,  and  then  wedged  oft  by 
driving  quoins  in  each  upper  quarter.  If  the  casks  are  not  exactly 
in  a  fore-and-aft  hne  the  chines  will  crack,  and  get  broken  in  break- 
ing them  out  of  their  places.  The  space  between  casks  should  be 
filled  up  jist  high  enough  for  the  beds  to  rest  upon,  that  the  strain 
from  the  upper  heights  may  not  fall  entirely  on  the  lower  casks.  * 
This  IS  good  advice,  especiaUy  if  little  time  is  allowed  for  stowing 


14 


CASSIA  AND  BUDS 


tjinf  loii  fittini  Qn  ft  vofftije  tliaii  casks  stowed  louglily  bilge^ftiid.- 

AmM  sicyiiiiig  GaskB  of  oil  or  graase  over  casks  of  beer  or  wine, 
la  stowng  a  iftise  q^Miittty  of  casks  m  aiiyliola  begin  anudsbips, 
md  slow  tbe  inl  longer  loiifr«nd^ ;  then  slofw  each  tier  out 
towaiidB  the  wings,  bei^  cai«fnl  to  see  the  wing  casks  wdl  blocked 
oil,  as  they  haw  to  stand  against  the  weight  of  the  rest  when  the 
shi^is  wwddngat  sea.  Avoid  lifting  full  casks  with  case-hooks. 
Caw  containing  liquids  should  never  be  stowed  over  casks 
containing  diy  articles.  Care  shonld  be  taken  when  receiving  empty 
casks  lor  stowage  below  that  they  are  kept  bung  up«  so  as  not  to 
damage  other  goods  in  the  same  hatch.  This  has'occnired,  tsptdr 
ally  on  coasting  vessels  carrying  empty  oil  casks. 

Empty  pahn  oi  casks  wtig^  about  270  lbs.  each,  ao  cwt,  stow 
in  400  feet 

I  tun.  452  gallons 

I  puncheon  84  »»* 

I  hogshead  %  », 


DHIINSIOIIS  AND  GALLON  CAPACITY  OF  CASKS. 

ili4i6BDl||||J||illl^^^  [Elli^VfliMliifc^l^  CiSOCXibC^ll^tiS  IJQIi 

KL  in.      *  It.  in.  i^Qoiis. 

i'brti.  pipe   4        ***  ^  ***  iX5toxz6* 

Do*f  hogshead..*. ••».•••••••  3  ^  ^  ^  •••  5^ 5^* 

Sheiiyj  butt   4  a  ...  a  11  ...  aoS— 112. 

Sheiiy»  hoyhead... ... . ...  3  2  ...  2  4  ...  54 5^* 

Ifuiala,  pipe    5  5  ...  2  8  ...  90  —  96. 

Do.|,  lio^jsheftd.«.»...t...  3"  5  ^  ^  45 4^* 

fiks&dllff:  'pipe  "4  4'  •••  ^  ^®  114  ~~" 

Do.,  hogshead.... 3  4  ***'  ^  4  •*■  57 59* 

iKiBi, 'piMiCiieon ............  3  ^  **■  3  ^  *■*  '90*-—  '9C^ 

CASSIA  AND  B1JDS.— Over  one  hundred  species  of  this  plant 
(Ki^hm  FuMa)  are  known  to  exist.  The  bark  and  loots  of  several 
ffecies  am  used  medidnaUy.  Othen  are  used  as  substitutes  for 
Coftee,  and  lor  tanning  purposes.  Cassia  bark  or  China  Cinnamon 
is  often  used  asa  substitute  for  the  true  cinnamon.  Cassia  budsare 
ila  doves  and  are  used  in  confectionery. 

Slow  in  m  diy  part  and  away  fmmany  articles  liable  to  damage. 


» 


CATTLE. 


25 


Gaaain  Bndt  from  China  packed  in  cases  measuring  4  to  6  feet 
weigh  I  picid  nett.  Value  $27  to  $38  per  ptcul. 

Cassia  Lig^ea,  shipped  in  China  ports,  is  packed  in  cases  measur- 
ing 5  ft.  gins,  to  6  feet  and  weigh  60  catties  nett ;  4  ft.  6  ins.  to  4  ft. 
9  Ins.,  weight  50  catties  nett.  Frail  cases^  Value  $15  to  $24  per 
picul. 

Broken  GaMlft,  in  bales  or  bundles,  average  3 feet  measurement, 
100  catties  weight.   Value  I4  to  $8  per  picul. 

20  cwt.  of  Cassia  in  cases  should  stow  in  184  feet. 

Cassia  Buds  in  cases,  20  cwt.  stow  in  130  feet. 

20  cwt.  of  Cassia  in  bundles  stow  in  130  feet. 

Cassia  is  never  put  into  a  tea  cargo  for  England  ;  for  America 
cassia  in  mats  is  shipped  without  prejudice  to  the  cargo  ;  the  mats, 
which  contain  i  lb.  and  2  lbs.  each,  are  stowed  under  the  beams,  etc., 
and  where  nothing  else  will  go. 

CASTOR  OIL.— S^tf  OU. 

GAST(MK  SEBD.~2o  cwt.  in  bags  stow  in  about  70  feet. 

CATTLE . — Large  numbers  of  cattle  are  carried  by  steamers  from 
America  to  the  U.K.  and  Continent. 

The  stalls  are  fitted  by  experienced  carpenters  and  are  strongly 
put  up,  the  thwartship  beams  being  4  inches  by  4  inches  thick;  they 
are  carried  across  from  side  to  side.  A  few  planks  are  nailed  between 
eveiy  four  animals.  They  are  placed  fedng  amidships,  to  enable  the 
attendants  to  feed  and  water  them.  Where  cattle  are  carried  between 
foreign  ports,  or  between  the  U.K.  and  Continent,  it  is  advisable  fer 
the  master  and  officers  to  obtain  all  informatMm  necessary  to  pre- 
vent tnmble  with  the  authorities.  Every  nation  has  some  pariScular 
law  or  act  regarding  the  ^pfMug  and  carrying  of  animals,  and  to 
enabled  those  on  board  to  obs^ve  and  cany  out  such,  full  information 
should  be  sought  and  obtained. 

The  Government  of  the  United  States  having  framed  their  Cattle 
and  Grain  laws  as  much  as  possible  in  confonnity  with  tiiose  of 
Great  Britain,  there  is  no  difficulty  in  understanding  and  canying 
them  out.  The  U.S.  Department  of  Agriculture,  and  the  Govern- 
ment of  Canada,  have  issued  Orders  with  Regulations  for  the 
Transport  of  Animals  to  Foreign  Countries,  'which  are  given  in  the 
foDowing  pages. 

Use  every  precaution  against  fire.  ABow  no  smdring  about  the 
decks  or  below  during  the  voyage. 

Each  animal  has  6  gaUohs  of  fkesh  water  per  24  houis,  and  14  Ibt. 
of  hay. 


2^  CATT I  jE. 

/>/»t>4TLi  g^A*nrt'tt-  ■TMaAT^iP 
lilts  Ui/iS/iJN  CAl  1I«IS  IKAIIXL, 

In  the  report  of  the  Departmental  Committee  of  the  Board  of 
Trade  atod  Agriculture,  to  inquire  into  the  Transatlantic  Cattle 
Trade,  a  great  many  witnesses  were  examined,  and  recommendations 
were  ejventually  made  by  the  Conunittee  for  the  proper  carrying  on 
of  the  Cattle  trade  to  the  United  Kingdom. 

The  Board  of  Agriculture  and  Fisheries  was  accordingly 
authorised  and  exercises  powers  under  the  "  Diseases  of  Animals 
Acts.  1894  to  1909/' 

ORDER  or  TUB  BOARB  OF  AGRICULTURE  AND  FISHERIES. 

(Datsd  22NO  Apkil,  igto.) 
FOREIGN  ANIMALS  ORDER  OF  1910. 
With  Amendments  to  1913. 
Imkrpretation. 

I. — ^In  this  Order,  unless  the  context  otherwise  requires : — 

**. The  Board  "  means  the  Board  of  Agriculture  and  Fisheries : 

"  The  Act  of  1894  "  means  the  Diseases  of  Animals  Act,  1894 : 

"  Cattle  "  means  bulls,  cows,  oxen,  heifers,  and  calves  : 

**Aiwiiais"  nwant  cattle,  sheep,  and  gottts.  and  all  othw  ruminating 

^aiitMaii,  aiid  swine : 
''  CaroMt  **  niians  the  carcase  of  an  animal,  and  includes  part  of  a  carcase. 

smI  fhi  meftt,  lloats.  hide,  skin,  hoofs,  horns,  offal,  or  other  part  of  an 

animal,  separately  or  otherwise,  or  any  portion  thereof : 
**  Scheduled  country  "  means  a  oymntry  or  part  of  a  country  included  in  the 

First  Schedule  to  this  Order  : 
**  Foreign  "  applied  to  animals  and  things,  means  brought  to  the  United 

Kingdom  from  any  country  out  of  the  Unitad  Kingdom*  and  "foreign 

conntry  "  includes  any  such  country : 
'*  Foreign  Animals  Wharf  "  means^  part  of  a  port  deined  liy  Spocial  Order 

«{  the  Board  for  the  laadli^  of  foreign  animals  snl^et  to  ilmightor  at 

tit  port  of  landing  : 
**  Person  ' '  includes  a  body  corporate  : 
*'  Fort  '*  indades  place : 

••Superintendent  of  a  Foreign  Animals  Wharf"  includes  a  foreman  or 

wharfinger  or  other  person  in  charge  of  a  Foreign  Animals  Wharf : 
"  Market  anthority  *'  means  the  person  in  occupation  of  a  Foreign  Animals 

Wharf,  whether  as  owner,  lessee,  or  otherwise  : 
**  Reception-lair  "  means  a  lair  adjacent  or  near  to  the  place  of  landing 

which  is  set  apart  for  the  reception  of  any  animals  immediately  after 

landing  for  the  purpose  of  their  examination : 

Lairage-men  "  means  men  specially  appointed  by  the  market  authority 

for  the  purpose  of  landing  animals  at  a  Foreign  Animals  Wharf  and  feeding 

and  watering  and  tending  them  in  a  reception-Iair : 
"Disease"  means  cattle-plague  (that  is  to  say,  rinderpest,  or  the  disease 

commonly  called  cattle-plague),  contagious  pleuro-pneumonia  of  cattle. 

foot-and-mouth  disease,  sheep-pox,  sheep-scab,  or  swine-fever : 

fidd«r  *  *  means  hay  or  other  siibitaiice  commonly  nsed  for  food  of  animals : 
"  Litter  **  means  straw  or  other  inhstance  commooly  need  for  bedding  or 

otbarwiae  for  or  about  animals : 

Master  **  includes  a  person  having  the  charge  or  command  of  a  vessel : 
Otiier  terms  have  tht'SanM'  meaning  m  in  tlia  Act  of  1S94.' ' 


CATTLE. 


27 


Chapybb  I.— Amimau  ^iiov  intbndbd  to  bb  landed  at  a  FoRBiGif  Animals 

WHAKr. 

Prohibition  of  bringing  Caiiti,  Skmp,  GMis»  or  Swim  from  Sckedulti  QtwOrf 
into  a  Port  in  Great  Britain. 

2,  — It  shall  not  be  lawful,  except  under  the  authority  of  a  licence  granted 
by  the  Board  and  subject  to  any  conditions  thereby  imposed,  to  bring  into  a 
port  in  Great  Britain  any  cattle,  sheep,  goats,  or  swine  brought  from  a  port 
in  a  scheduled  country,  but  this  Article  shall  not  apply  to  any  vessel  not  bound 
to  a  port  in  Great  Britain  vihidh  comes  into  a  port  under  stress  of  weather  or 
for  repa^  or  for  any  purpose  other  than  the  aelivery  or  shipment  of  caigo. 

Conditions  applicable  to  Vessels  while  in  port. 

3.  — In  the  case  of  any  cattle,  sheep,  goats,  or  swine  brought  into  a  port  in 
Great  Britain  from  a  port  in  a  scheduled  country,  the  following  oooditioaa 
shall  apply  while  the  vessel  is  in  the  port,  namely  : — 

(i)  The  animals  shall  not,  except  under  the  authority  of  a  licence  granted 
by  the  Board  and  subject  to  any  conditions  tb^by  imposed,  be  removed 
from  the  vessel  in  which  they  are  brought  to  Great  Britain,  and  then 
only  in  accordance  with  the  provisions  of  the  Diseases  of  Animals  Acts, 
1894  to  1909,  and  this  Ord^. 

(ii)  Except  where  the  licence  otherwise  provides,  the  animals  shall  aci  be 
removed  from  the  vessel  until  they  have  been  examined  by  a  Veterinary 
Surgeon  on  behalf  of  the  Board,  and  any  Inspector  of  the  Board  or 
Veterinary  Sorgeon  employed  for  that  purpose  by  the  Board  shall  be  per- 
mitted to  examine  the  animals  at  such  time  or  times  as  he  may  require. 

(iii)  No  person,  except  Inspectors  of  the  Board,  Officers  of  Customs  and 
Excise,  and  persons  while  actually  engaged  in  tending  the  animals  or 
cleansing  or  disinfecting  the  pens,  shall  enter  a  pen  in  which  the  animals 
are,  or  have  recently  been  kept,  until  the  pen  has  been  cleansed  and  das- 
infected. 

(iv)  Every  person  upon  leaving  a  pen  in  which  the  animals  are  or  lutye 
recently  been  kept  shall  thoroughly  wash  his  hands  with  soap  and  watw 
and  disinfect  his  boots  with  a  live  per  cent,  solution  of  carbolic  acid, 
and  every  such  person  landing  from  the  vessel  in  Great  Britain  shall 
tali»  Boch  other  steps  as  may  be  necessary  to  disinfect  his  clothes. 

(v)  The  vessel  shall,  from  time  to  time  as  .and  when  required  by  notice 
signed  by  an  Inspector  of  the  Board,  be  cleansed  and  disinfected  aa 
f(^w8 : — 

{a)  All  parts  of  the  vessel  with  which  the  animals  or  their  dung  have  come 
in  contact  shall  be  scraped  and  swept  and  then  thoroughly  washed  or 
scrubbed  or  scoured  with  water,  and  subsequently  disinfected  in  the 
manner  prescribed  by  this  Order. 

(b)  All  fittings,  pens,  hurdles,  or  utensils  used  for  or  about  the  animals 
shall  be  scraped  and  then  cleansed  and  disinfected  in  the  same  manner. 

(c)  While  any  part  of  the  vessel  is  being  cleansed  or  disinfected  all  animals 
shall  be  temporarily  removed  therefrom. 

(vi)  While  the  vessel  remains  in  any  port  in  Great  Britain,  all  dung  of  the 
animals,  and  all  litter,  scrapings,  and  sweepings  removed  from  the  pens, 
shall  at  intervals  not  exceeding  twenty-fonr  hours  be  thoroughly  mixed 
with  quicklime  and  thereafter  without  delay  either  be  destro\  ed  by  fire 
on  board  the  vessel  or  be  disposed  of  as  an  Inspector  of  the  Board  may 
direct. 

PrShibition  of  landing  of  Animals  from  certain  Foreign  Countries^ 
4 — (i  )  It  shall  not  be  lawful  to  land  in  Great  Britain  any  animals  brooMtt 
irora  a  port  in  a  scheduled  country. 

It  shall  not  be  laidnl  to  kuid  in  Great  Britain  any  animal  exported  from 
the  Cape  Verde  Islands,  Madeira,  the  Asores  or  the  Canary  Islands. 


ProUi^  of  Lm>mt  i4  Smim,  fnm  m  Vnm  Sflu  t/ Amnicm. 

J^nAMion  ofLmmd^itg  of  Carcases,  etc. 
It  ahall  HOC  be  lavfol  to  kuid  in  Great  Britain— 

<>f ii*ich  has  died  or  been  efam^tml  on  boud  m 
1^  ^  5  scheduled  country  or  dwSg  StpwlieSiS 

(6)  the  dn^  oi  ny  each  animal :  or  • 

^*^^SiSf?T**'~^   '^"^  ^  ^  ""^^  to  My  wdi 

^'JSLf ^^'k^'iI^^'**^*^'  °'  abo«ti^siA  animal 

rS2.^iSi:*±S  ^^'^^  thoroughly  washed  orS:^Sb^ 

SLSSTS  •»«  "J^^^tly  disinfected  in  the  manner  pre- 

££?f^*Si*1  ^l*^       permission  of  an  Inspector  ofZ 

I  T^S^Sl  ^*  landing  thereof  has  been  obtained  «»  ««« 

'^l*ir^^^''^^^_  <^,<rP«toms  and  Eiujse  may  sdse  and  detain  any 

Chapter  2. — Transhipmbiit. 
Transhipment. 

nn?IZ£j  Sf?^  anim^  shaU  not  be  transhipped  in  a  port  in  Great  Britain 

^SSri^A  i^'^lt^^^lS^  ^  ^^ticffor  nnd«  the  authority  5^ 
tt^wj^giwited  by  fha  Boud  and  aabtoct  to  ai^  conditions  ^enby 

wi[^S?*!K?*'  "^•^      anHioiity  of  a  licence  granted 

Z«n#S?SJ^\°^i*^#"^»°y  dockexceptwto  the  special  penS 
£^^*lS^SPt]  ^^T" o(CuSoms  and  Excise  or  of  some  per^n^ffiK 

S^^^L  «J?  "^^^^i*  tide  or  lor  some  other  special  circumstance  tran- 
shipment otherwise  than  in  a  dock  is  impracticable  or  inexoedisB* 

Sf aS  MSSir  rf,^  obtaffie  m'it'er  o"f in'SS 
SSJSHrfJS^u^P**^  ^  facilities  for  the  transhipment  of  the 

ammals  before  the  vesMi  enters  any  dock  in  Great  Britain 

tM^^Jl^^t^^^!^  ^  Animals  Wharf  may  be 

r^SSfSl^S?"*  *^  *^«y  are  imported  to  a  landine-vcssel 

^ed  by  tho  pjrt  authority  or  nmAet  anthoritV^  if  the  use  of  Sf 

CtosSS  Y^T^^^^"^^  ^  sanctioned  by  the  CommfsrioiH^ 

^S^^^S?!K.*^***°*'?^*y  T  particular  instance. 

viiS:;  ^  be  transhipped  m  the  presence  and  under  the  super- 

T?°"*™*  ^*  *°  Oflfecer  of  Customs  and  Exdse.  and  an  Officer  of  dS- 
tome  and  Excise  shall  remain  in  charge  of  the  animate  on  boaid  teiMUfa^ 
5£?\i^^^  **  ^*  Foreign  Animals  Wharf.  * 

aiid  twJlSifS:!??!  f*2-P??^  Fo«»«n  Animals  Wharf. 

Slr^^^jL?^  ^      presence  mI  under  the  snper^ 

^?  iS?*  f°°if**  ^  Customs  and  Excise.  ^ 

liii^lf'iS  ^^"^^XT ^^'^ 

(7^)  All  parts  of  the  landing-vessel  with  which  the  anfauai  or  fiieir  danff  haw 
!S!  "y.^^^^^:  ''^  iimnadiateiy  after  each  occasion  of  use  a^ef^bS 
■fMii  niid,  ha  acBiind  and  swept  tad  then  thoionghly  washed  or  scml^ 


29 


or  looored  with  water,  and  svilMeiittently  disinfected  in  the  manner  prescribed 
by  tiiis  Order. 

(8.)  The  scrapings  and  sweepings  of  the  landing-vessel  shall  not  be  landed 
unless  and  until  they  have  been  well  mixed  with  quicldime. 

(9.)  Animals  transhipped  under  this  Article  shall  continue  to  be  deemed 
foreign  animals. 

Chapter  3. — Animals  intended  to  be  landed  at  a  Foreign  AnimalsWharf. 

Landing  of  Foreign  Animals  not  brought  from  a  Scheduled  Country  and  destined 
fo¥  a  F9ni§H  Animal t  Wharf  f»  GMal  BfUaim. 

8.  — (I.)  The  landing  of  foreign  animals,  the  landing  of  which  in  Great 
Britain  is  not  pcobibited  by  tliis  Onler.  is  hereby  made  snbject  to  the  following 
conditions : 

First*  That  tiw  vessel  in  whidi  they  are  imported  has  not.  witiiin  twenty- 
eight  days  before  taking  them  on  board,  had  on  board  an  animal  eaportied 
or  carrieid  coastwise  from  a  port  in  a  scheduled  country. 
Steond.   That  the  vessel  has  not  within  twenty-one  days  before  taking  on 
board  the  animals  imported,  or  at  any  time  since  taking  them  on  boisrd. 
entered  or  been  in  a  port  in  a  scheduled  country. 
Tkird.   That  the  animals  imported  have  not,  while  on  board  the  vessd. 
been  ia  contact  with  an  aninial  ejcported  or  carried  coastwise  from  a  port 
in  a  scheduled  country. 
{».)  Animals  shall  not  be  landed  unless  and  until  the  master  of  the  vessel 
in  which  they  are  imported  has  on  the  occanon  of  such  importation  delivered 
to  the  Commissioners  of  Customs  and  Excise  or  their  proper  officer  a  declara- 
tion made  and  signed  that  all  the  animals  then  imported  therein  are  prqperly 
imported  according  to  the  provisions  of  this  Article. 

Charge  of  Animals  on  Landing  at  a  Foreign  Animals  Wharfs 

9.  ~(i.)  Animals  landed  at  a  Foreign  Animals  Wharf  shall,  when  landedi 
be  placed  under  the  charge  of  an  In^Mctor  of  the  Board ;  and,  until  his  arrivalt 
they  shall  remain  under  the  charge  of  the  Commissioaecs  of  CoslQaM  and 

Excise. 

(2.)  It  shall  not  be  lawful  for  any  person  to  move  any  animals  so  long  as  they 
remain  under  the  charge  of  the  Commissioners  of  Customs  and  Excise  or  of  an 
Inimector  of  the  Board  except  with  the  permission  of  the  Commissioners  or 
of  the  Inspector,  as  the  case  may  be. 

IH$postd  of  Aniwuds  landing. 

10.  --AaiiiBte  iliiMi  landed  at  a  Foreign  Animali  Wharf  shall  be  driven  by 
lairage-men  to  the  nearest  available  reception-lair  or  lairs  within  the  limits 
of  the  Wharf,  there  to  await  the  examination  of  an  Inspector  of  the  Board, 
and,  until  so  examined,  shall  not  be  allowed  to  come  in  contact  with  any  animals 
other  tlMM  cfaoiileraiiag  fart  of  the  same  cargo. 

Bxeminatim  cf  Aidmmk. 

ix.-Hfi.)  Tha  animals  shall  be  fnramiiiad  in  a  recqitioB-lair  by  an  Inspector 
of  the  Board  during  daylight. 

(a.)  If  on  such  examination  all  the  animals  are  found  to  be  free  from  disease, 
the  Inspector  of  the  Board  may  permit  the  animate  to  be  retained  in  such  lair, 
which  shall  thereupon  cease  to  be  a  reception-lair,  or  he  may  permit  them  to 
be  moved  out  of  such  lair  and  into  ^uch  other  parts  of  the  Foreign  Animate 
Wharf  as  the  market  authority  M»r  Its  officers  or  the  Inspector  of  the  Board 
shall  direct  or  permit. 

(iOpi  the  case  of  a  cargo  of  animals  landed  or  intended  to  be  landed  at 
different  times  or  different  ports  in  Great  Britain,  an  Inspector  of  the  Board 
may  cause  tfie  animals  in  a  reception-lair  to  be  there  detained  vntil  he  has 
examined,  or  become  aofpainted  with  the  lesiilt  of  th»  ai»iwaliiiw  of,  the 
Wat  of  the  cargo. 


CATTLE. 


Time  for  Slaughter 

ca^iTie'iS^  lirtSSS'^wiShfl  "  5  Wharf  shall 

Jffle«r.  t'^iSotoHj 

animal  should  be  iorthwithshlJht^A  lL  u  n"^  considers  that  an 

tlaiifhtmMi  accofdSgir    ^  "'^^  «^         the  animal  shaU  ba 

Sn^ti;ldent^h"r^'^^^  E-ise.  lairage-men.  the 

»»di  other  ncrsons  ^ mZ^^v^SS^ 'P^P^**?*?  Board,  and 

olfheflOMCshalldun^ff  the^^  authonsed  in  writing  by  an  Inspector 

landing-stag;.  pTer  a^v^^^^^^^^t^^^^  animals  enter  u^nthe 

^eanLals^rHanTC^^ 

enter  upon  any  part  of  the  Wharf  whJ^^iTT?^     anwesaid  shall  at  any  time 

(2.)       per^n  shall  du^i^he^  f  ^  reception-to. 

of  the  Wharf  at  which  the^JSk      l^iL^  ^S.  f"""^]"  "P^"  ^he  part 

lair  unless  he  is  wearinrsn rtabTov^-ST^tTn^  f  ^  ^^<=«P^on- 

»ho  entets  such  part  of  a  WtT^T^,  Jeggm^rs.  and  every  person 

the  same  t^ve^ov^^hZ  r^^^i^""^^^' forthwith  afteflS^g 
and  water  and  diSnfertIS?  ^ts  *»*o'0"ghly  wash  hzs  hands  with  soap 

(3  )  Overall  clothes  shall  not  be  rt^mnvt^  fr«^  ^  u     •  . 

and  nntil  they  have  b^n  th^^oTghty  d^^^^^  ^harf 
^(4.)  Any  person  desiring  to  enter  a  Fom'm  Animo  it^ArK  ^ 
toy  any  oflScer  authorised  in  writing  in^f?  ^.k*k  J^^^"^  may  be  required 
to  state  the  nature  of  the  bus^elfner^.S  f  market  authority 

IS  for  the  time  being  r^tricted  by  SiT^^Se  ^  "^^^  ^"""^^^ 

Power  to  exclude  Persons. 

or  of  any  boildine  therein  a  notire^KiL-         °  ^^^^       entrance  thereof 

the  periissioHt^Sin^re  nott^^^^^^  ^  ^^^^"^ 

orgoesinto,on.orovertirp'^^^^^ 

guilty  of  an  offence  against  the  Act  of  1894         P«"n«io»Miall  be  deemed 

^iX  Sfemji^^^^^^^^  *  Animals 

particnlar  bnildLgX  Ta„d^^^^^^  *°  <l»it  ^nch  Wharf,  or  any 

and  thereupon  any  pe^on  who  feflfVo^t^^tJi;  P^'*^^"  ^^^^^^^  • 

aforesaid  shaU  be  ffl  g^^^  5t  offl^  ^'tteTct°Sf  X"^'^  " 

Provision  of  OveraH  CMes, 

«»i  ¥1^35®  "f'Jf *  *«thority  shaH  at  aU  times  provide  to  the  i»ti«fa.^  ^ 
^  Board  suitable  overaU  coats  and  leaBiBirfc^fc?™-?^^^ 

penoiis  entering  the  marf  w  the  rase  of  lainge-aen  and 


CATTLE. 


31 


Disinfection  of  Permns  mnd  Ooikes. 
.l^lT^^  Inspector  of  the  Board,  or  the  Superintendent  of  a  Foreign  Animals 
Wharf,  may  afiSf^at  or  near  the  entrance  of  the  Wharf  or  any  building  therein 
a  notice  to  the  effect  that  persons  before  entering  such  Wharf  or  building,  or 
before  leaving  such  Wharf  or  building  as  may  be  steted  m  tiie  notice,  wffl  be 
required  to  disinfect  themselves  and  their  clothes  in  the  manner  specified 
in  such  notice,  and  thereupon  every  person  shaU  disinfect  himself  and  his 
clothes  accordin^y. 

Regulations  in  case  of  Detection  of  Disease  in  Foreign  Animals  Wharf. 

1  *^^•~"•i^JP^*^'^^  ^  ^^spector  of  the  Board  that  disease  exists  or  has 
totely  existed  m  a  reception-lair.  or  in  any  particular  building,  slaughter- 
house,  or  other  part  of  a  Foreign  Animals  Wharf.  aU  the  ammals  &it  ailiOien 
mthinsuch  receptaon-Uir.  building,  slaughter-house,  or  other  part  of  a  Wharf' 

5^  Inspector  of  the  Board  or  shall  be  moved  to 
S  the  Wharf  as  he  sbaH  direct  or  permit,  and  the  same  shall 

^^t  with  m  accordance  with  instructions  given  by  the  Inspector  of  the 

Food  and  Water. 

18.— (I.)  Animals  landed  at  a  Foreign  Animals  Wharf  shall,  until  tiiey  are 
wSnrfJifi^f*!?  ^  ""^^^^  or  consignees,  be  supplied  by  theliSrket 
authority  or  the  person  m  charge  of  the  animals  with  a  proper  and  sufficient 

lllFiL  ^""^  ^^^^u.'  t"^        expense  incuned  by  them  in 

iSnJ^^lcf  '•ecoverable  by  such  authority  or  pei»>n  firom  the  oi^Tor 
consignees  m  any  court  of  competent  jurisdiction 

(2  )  The  animals  shall  after  they  have  been  taken  charge  of  by  the  owners 
or  consignees,  be  suppb«l  by  the  o^mers  or  consignees  with  a  pro^  and 
aent  supply  of  food  and  water.  ^  ^ 

shljl^bJ^?«l7I?r       ^iti^K  ^"^"^^  ^  accordance  with  this  Artide 

snail  oe  gruel  or  milk  or  other  proper  food.  ' 

(4  )  H  an  animal  remains  without  a  proper  and  sufficient  supply  of  food  or 

^^ii^ei^l^^^^Ali.''^        ^^^'t'  authority.^! the  owner, 

and  ^e  consignee  Mid  the  person  in  charge  of  the  animal,  shall,  each  according 
to  and  in  respect  of  his  own  acts  and  defaults,  be  deemed  guilty  of  ^offS^I 

iSS^r  to  th^*     '       ■  ""1^'  P«^«>"  Hable^Spply^o^'and 

ot^J^i     ammal  when  charged  to  prove  the  proper  and  suffident  supply 
of  food  or  water  or  both  and  the  time  when  the  ^ime  was  so  suppUed. 

Movement  of  Carcases,  Manure,  etc. 

fromTpo  JlT'^'i*'^  ^^^'^S'  shall  be  removed 

oU^e^a^^  permission  of  an  Inspector 

Jfei^^of^n'lS" 

as  af irit?H^°*P*^  ?°*^  ^  s«ch  carcase  or  thing 

S^t       ^  ""^y  introduce  disease,  the  same  shall  be  destroyed  or  othem^ 
aeait  with  m  accordance  with  instructions  given  by  the  Inspector. 

Removal  of  Fittings,  ete.»  from  FwigH  AmimMs"  Whmf. 
ab^uT'ji-^  Fittings,  pens,  hurdles,  or  utensils  that  have  been  used  for  or 
VWharfSSJ^^  ^""^  ^^""^^^  ^  vessel  at  a  ForeignAm^S 

unle^T?^^          dismfected  m  the  manner  prescribed  liy  this  Order  and 
^^l^T""  °'  of  the  Soard  «^  S 

I'  an  Inspector  of  the  Board  is  of  opinion  that  any  such  thing  as  alsre- 


3a  CATTU:. 

■ail  iii»y  iuteoiiice  disease,  Hm  same  shall  be  destroyed  or  otherwise  dealt 
Hill  in  amivdaiiGe  with  instmctknis  given  by  the  Injector. 

MmmfteHm  «/  Pmmiim  Ammmh  Wkmf. 

tt  . — An  Inspector  of  the  Board  may  give  notice  in  writing  to  the  marloet 
nnlfaiority  or  Superintendent  of  a  Foreign  Animals  Wharf  requiring  the  cleans- 
ing and  disiniection  of  any  portion  of  the  Wharf  by  such  market  authority, 
and  wiien  such  notice  shall  have  been  given,  that  portion  of  the  ^^Oiarf  shall 
not  be  nsed  for  animals  unless  and  until  it  has  been  ^V^wftil  and  diaialectid 
to  tiM  satisfaction  of  an  Inspector  of  the  Board. 

.momiim  m  Urn  of  Fmmgn  Animals  Wkmf, 

22 . — ( I .)  No  animals  other  than  foreign  animals  shall  at  any  timi  be  landed 
at  or  moved  into  or  kept  in  a  Foreign  Animals  Wharf. 

(3.)  Any  animal  being  in  a  Foreign  Animals  Wharf  shall,  without  prejudice 
to  the  recovery  of  any  pehalty  lor  the  infringement  of  this  Article,  be  deemed 
to  be  a  foreign  animal,  and  the  provisions  of  this  Older  shall  apjply  to  soch 
animal  accordingly. 

(3.)  A  Foraign  Animals  Wharf  shall  not  be  nsed  lor  any  purpose  otiier  than 
the  purposes  authorised  by  the  Diseases  of  Animals  Acts.  1894  to  1909,  or 
any  Order  of  the  Board  under  tiie  said  Acts  in  relation  thereto. 

CHAFian  ^^"^Lmmm,  Dmmwmmom,  amd.  BuffoaaL  m  "Dmm,  Wtmomn, 
Lmsn.  FmtMOs.  amb  'Orasm  Things. 

Lmtimg  mO^mi  lo  CmHom  R§gulaHms. 

33. — ^All  dung  of  aniwiate  caitied  firom  a  foreign  oonntry.  and  all  fodder, 
litter,  fittings,  pens,  hurdles,  or  utensils  used  for  or  about  such  itnimn]ff^  and 
all  other  dung,  fodder,  or  litter  brought  in  the  same  vessel  with  such  animals, 
shall,  if  landttl.  be  landed  in  such  manner,  it  such  times,  at  such  places,  and 
sobject  to  SDch  supervision  and  control,  as  the  Commissioners  of  Customs 
ann  njcctae  cuiecft 

JSifMlefions  m  to  IjmMtii  mid  IHtmfsetum  of  *mmg,  Mim,  ife. 

24. — (i.)  Dung  of  animals  carried  from  a  foreign  country,  and  partly  con- 
sumied  or  broken  fodder  that  has  been  supplied  to  such  animals,  and  litter 
that  has  been  nsed  fof  oc  about  such  animals,  shall  not  be  landed  at  any  place 
wittovt  Hie  ptntiiiiiirtttBiiBit  in  writing  of  the  Local  Antiiotlty  of  ttie'DistilGt 
in  wiiicli  tiie  place  is  situate. 

(2.)  AH  other  fodder  and  litter  brought  in  the  same  vessel  with  animals 
carried  from  a  foreign  country  may  be  landed  witliout  the  previous  consent 
of  the  Local  Antiiorit>',  but  shall,  when  landed,  remain  under  the  charge  of 
an  Officer  of  Cnaloms  and  Excise,  and  such  fodder  and  litter  shall  not  be  re- 
moved from  tlie  place  of  landmg  except  with  the  permission  in  writing  of  an 
Officer  of  Customs  and  Eimise. 

(3.)  Fittings,  pens,  hurdles,  or  utensils  used  for  or  about  animals  carried 
Imin  a*  foreign  countiy  shall  not  be  landed  at  any  place  without  the  previous 
consent  in  writing  of  the  Local  Anttiotity  of  tiie  Dbtrict  in  whidx  the  place  is 
situate  unless  they  have  been  scraped  and  then  thoroughly  washed  or  scrubbed, 
or  scoured  with  water,  and  subsequently  disinfected  in  the  manner  prescribed 
by  this  Order.  II  landed  with  such  consent  without  having  been  so  previously 
cleansed  and  disinfected  they  shall  be  fatUtwtUi  deanaed  and  Mirftf.^td  in 
^e  manner  aforesaid  by  and  at  the  ex|)en8e  of  the  owner,  and  shall  not  be 
fsmoved  or  pennitted  to  come  in  contact  with  animals  until  so  cleansed  and 

lwWIBwswwTl?Hil 

||.)  All  dung  of  animals  carried  firom  a  foraign  conntiy.  and  all  partly  con- 
•■Md  or  biofcHi  fodder  liMt  taaa  bein  aonpKe^ 


C3ATTLE. 


33 


that  has  been  used  for  or  about  such  animals,  shall,  when  landed,  be  forth- 
with well  mixed  with  quicklime  and  be  effectually  removed  from  contact 
fiith  animals. 

(5.)  Nothing  in  this  Article  shall  apply  to  any  such  dung,  fodder,  litter, 
fitthigSi  pens,  hurdles,  or  utensils  landed  at  a  Foreign  Animals  Whttrf.  .  . 

Cbaftbr  5. — DisiMvncTiON  or  Vbssbls,  Movabijc  Gamgwats.  and  othbr 

AWAEATUS. 

Disinfection  of  Vessels. 

25.  — (i.)  In  the  case  of  a  vessel  from  which  animals  carried  from  a  foreign 
country  have  been  landed  in  Great  Britain,  each  compartment  of  the  vessel 
shall,  after  tiie  landing  of  tile  animals  therefrom,  and  before  any  animal 
or  cargo  is  placed  in  that  compartment,  be  cleansed  and  disinfected  as  follows  : 

(i.)  All  parts  of  the  compartment  with  which  the  animals  or  their  dung  have 
come  in  contact  shall  be  scraped  and  swept,  and  then  thoroughly  washed 
or  scrubbed  or  scoured  with  water,  and  snbse^enlly  diainfieted  in  file 
manner  prescribed  by  this  Order  ; 
(ii.)  All  fittings,  pens,  hurdles,  or  utensils  used  for  or  about  the  animals 
shall,  if  not  removed  from  the  vessel,  be  scraped,  and  then  cleansed  and 
disinfected  in  the  same  manner. 
(2.)  Each  part  of  the  vessel  with  which  the  animals  or  their  dung  have  come 
in  contact,  and  all  fittings,  pens,  hurdles,  and  utensils,  used  for  or  about 
animals,  shall  be  cleansed  anid  disanlected  in  accordance  with  ilie  provisions 
of  this  Article  before  any  other  aidmal  or  any  cargo  is  allowed  to  come  in 
contact  therewith. 

(3.)  The  scrapings  and  sweepings  of  the  vessel  shall  not  be  landed  unless 
they  have  been  wdl  mixed  with  quicklime,  and  when  landed  Ihey  shall  be 
edctoaUy  leoiovad  from  contact  witi^i^iiaials. 

Dinnfee^om  of  MooobU  Gmtgmays  and  other  Apparatus. 

26.  — (i.)  A  movaMe  gangway,  passage-way,  cage,  or  otiier  appamtuis,  nsed 

or  intended  foi;the  loading  or  unloading  on  or  from  a  vessel  of  animals  carried 
from  a  foreign  country,  or  otherwise  used  in  connection  with  the  transit  of 
such  animals,  shall,  so  soon  as  practicable  after  being  so  used,  be  scraped 
and  swept,  and  then  thoroughly  washed  or  scrubbed  or  scoured  with  water  and 
subsequently  disinfected  in  the  maimer  prescribed  by  this  Article. 

(2.)  The  scrapings  and  swe^ings,  and  all  dung.  Utter,  and  other  matter  so 
removed  shall  fortliwith  be  well  mixed  with  quiddime  and  be  eiei^fcuaUy 

Ditinfoaion  of  VessOt  amifing  in  Gf§m  Britain  aftor  Diteharge  of  Amimais, 

27.  — In  the  caae  of  a  veBSdftomwfaidi  animals  carried  from  a  foreign  conntiy 

have  been  landed  elsewhere  than  in  Great  Britain,  this  Chapter  sSall  apply 
when  the  vessel  arrives  in  a  port  in  Great  Britain,  it  and  so  for  as  its  xeq,niie> 
ments  have  not  already  been  comphed  with. 

'CBAmx  6.-^PBoracTioN  or  AmxAiA. 
Protection  of  AMmals. 

.  tS^-^Tlus  Chapter  iliall- apply  in  the  -dase  evecy  veastt'&i  Swr'  aia  iHUdi 
foreign  animals  intended  to  be  landed  at  a  FbMign  Animali  'Mitti  are  ciKifod 
fo  a  port  in  Great  Britain. 

Parts  of  Vessel  to  be  used, 
(i.)  Animals  shall  niO!l  lie  canied  on  more  than*  three  decks  unless  n  lklliice 
from  the  Board  has  bCM  l^leifioiialy  obtained  exenrotingithe  Vessd  Ironi  lUi 
requirement.  •   '..^  •  • 

Stowai^  D 


34  CAT1UB. 

ill  Aaiinmla  shall  not  be  cafriad  on  any  batch  above  a  compartment  wher« 
iitar  aaimals  are  canied,  or  on  any  hatch  the  oMuninga  of  ivhich  eiceed 
e^pneen  nwMa  bi  neipic. 

(iii.)  Aninutb  diaO  not  be  carried  in  any  part  of  the  veMel  where,  in  ordinary 
oonrae  of  navigation,  they  would  interfere  with  the  proper  management  or 
vwtilation  of  the  veeael,  or  with  the  efficient  working  of  the  boats. 

Pens  and  Fittings  of 
ffiv.)  All  animals  shall  be  canded  in  pens. 


(V.)  lib  pSB  shnB  exeeed  siswvn  fsst  in  length  and  nine  feet  in  bnadtti,  and 
each  pen  shall  be  constmcted  in  such  a  manner,  ahd  with  ■^f*^'f^  fll  Mil 
character  and  strength  as  to  be  able  to  withstand  the  actiiMi  ol  tibt  istliii^ 
and  to  resist  the  wd^t  of  the  animals  thrown  against  it 

(vi)  SMp'a  fittings  Bkeiy  to  canse  injury  or  iinnsnstffy  iniiriag  In  aaiiBalt 
diall  be  properly  and  securely  fenced  off. 

fviU  The  floor  of  eadi  yen  shall,  in  order  to  prevent  slipping,  be  fitted  wttli 
•mne  battens  or  ottier  proper  footholds  which  shall  be  tscuslT  fMitwwd 
tn  «he  deck  by  an^e  iron  ptotes  or  otherwise,  and  shall  ba  ilmim  iim  n  piopir 
quantity  of  sand  or  other  suitaUe  substance. 
(vxuL)  Animals  wliile  on  board  a  vessel  shall  be  protected  againit  ininy  or 

iRwi  nadno  eBtpoania  to  IImi 


Space  for  Animals. 

i^)  SnfGtiiBnt  space  shaU  be  allotted  in  every  pen  to  enable  the  animals 

jpm^^Sjjjl^^BU'^^jjF''  ^bd^^  ^JSiMj^ijllji  flHiBi^iillli'  Jpmp^^  ^flU^^i^^JiiB^j^  ^fl^i^^ 


Overcrowding. 

P4  Hie  v«Ml  ipiall  not  biifVarerowded  in  any  part  or  pen  so  as  to  CMise 


Busage-Ways. 

\mM»§  sMnraen  vvny  vwo  rows  oi  amnisis,  ana  m  none  oi  oveiy,  sngie  row 
o<  aaniiBli^  thmshau  be  a  passage-way  of  a  minimum  widtii  of  one  loot  and 
'iiji  iadMBk  vldfeli  fMMgo^iHiy  sudl  be  kept  free  oi  obstradkm.. 


▼SBiiiaiioii. 

(si.)  All  parts  of  the  vessel  on  which  animals  are  carried  shaU  be  sufficiently 
ii  suitably  ventilated.    All  such  parts  if  below  deck  shall,  in  addition  to 
ventilation  obtained  by  msans  of  the  hatchways,  be  provided  with 
isBt  and  Milidile  ventilators  lor  ti&e  removal  of  <onl  air  aadf 


Light 

I  AfrangementsdianbeniadolorfliepRivIri^  adoqnnte 


(ziv.)  When  animals  i^iiifried  on  a  vessel  lor  a  voyage  which  on  an  avoais 
takes  more  than  eiditeiqL  hours,  they  shall  be  provided  while  on  board  with 
m  tofficient  amount  of  food  and  water,  and  proper  accommodation  shall  be 
pRytided  on  botid  lor  the  stowage  of  1^ 

.w  mS' 


ftor*)  All  cattie,  whether  poUad  or  not,  wfaila  being  canied  on  a  vessel  diall 

be  securdy  tied  W  the  head  or  neck  In  snch  a  nianner  at  not  to  < 
lary  snfierinff  and  so  m  to  stand  a^wartdiios. 


CATTLE. 


35 


(xvi.)  Approaches,  gangways,  passage-ways,  cages,  and  other  apparatus 
osed  for  the  landing  of  animals  from  a  vessel  shall  be  so  constructed  tiwl 
Injury  or  unnecessary  suffering  shall  not  be  caused  to  the  animals. 

Attendance. 

(xvii.)  The  vessel  shall,  in  addition  to  the  ordinary -crew,  carry  a  sufficient 
number  of  qnalifled  attendants  to  tend  tte  ^wtiw^i*  properly  ;  and  every 
consignment  of  cattle  shall  be  in  charge  of  a  responsible  foreman,  who  shau 
have  under  him  competent  assistants  numbering  with  himself  one  for  every 
twenty-five  head  of  cattie ;  and  proper  and  suitable  accommodation  lor  au 
these  pfoona  dmll  bo  pfQvtded. 

Lojnied  Animals. 

^nrUL)  II  any  animal  on  board  a  vessel  has  a  limb  broken  or  is  otherwise 
seriously  injured,  the  master  of  tiie  vessel  shall  forthwitii  cause  that  aniiMl 
to  be  slaughtered  unless  he  is  satisfifd  that  it  can  be  kept  alive  and  lad  awny 

without  mielty. 

Chapter  7. — Special  I*rovisions  in  event  of  a  Cottntry  or  Part  of  a 
Country  being  declared  by  subsequxnt  OaDxa  to  bb  ▲  Schbdij^bd 
Country  for  Purposes  of  this  Ordeiu 

LamHiHg  ml  Foreign  Animals  Whatr  , 

29. — ^In  the  event  of  a  country  or  part  of  a  country  being  declared  by  sub- 
sequent Order  of  the  Board  to  be  a  schedqled  country  for  tiie  purposes  of 
tills  Older,  animals  carried  in  a  vessel  leavhig  the  sdiedided 

commencement  of  such  subsequent  Order  may,  notwitiistandi^  the  pro- 
vision of  Article  4  of  this  Order,  be  landed  at  a  Foreign  Animals  Wharf  in 
Great  Britain  in  accordance  with  the  provisions  of  this  Chapter,  but  not 


Spieial  Provision  as  to  dmmals  destined  for  MoMckestor  Foreign  AnimaU 

Wimrf, 

3o.^lhe  animals  if  intended  to  be  landed  at  the  Manchester  Foreign  Animals 
Wharf  shall  not  be  carried  through  the  Eaist  Ham  lock  until  they  have  been 
earamined  by  an  Inspector  of  the  Board,  and  unless  and  until  the  Inspector 
certifies  that  his  examination  and  information  do  not  show  that  there  is,  or 

dnriimr        wnmaumm.  Wa.  Kii— i..  mm  a^wiwial  fwi. tWWf^j"  alftgtUHl  wiill  ■feofe^MMl'^wMMMtii 


Jas^iiefiofi  by  Inspectoi^  of  Uia  BotmM. 

31. — ^An  Inspector  of  the  Board  shall  be  permitted  to  examine  the  animi^|» 
on  board  the  vessel  in  which  they  are  brought  to  Great  Britain  at  such  time 
or  times  as  he  may  require,  and  the  animals  shall  not  be  landed  or  transhipped 
aiMl  <hsy  have  bena  ao  giamined. 


Duty  of  Master  of  Vessel  to  report  Foot-and- Mouth  Disease, 

32.~-If  any  animal  taken  on  board  an^  vessel  for  conveyance  to  Great  Britain 
has  dnxing  the  voyage  been  afiectsd  with  loot-and-mouth  disease,  the  master 
of  the  vessel  shall  as  soon  as  possible  vepoit  the  fact  to  the  laipOQfeor  of  tte 
Board  who  examines  the  animals. 

Disinfection  of  Persons  and  Clothes. 

33- — Unless  and  until  an  Inspector  of  the  Board  certifies  that  his  examina- 
tion and  information  do  not  show  that  there  is,  or  during  the  voyage  has  been. 


36 


Cii^TTL£, 


i  on  boMd  affeetsd  willi  loot-tnd-iiicMtlli  dtwaiti,  fliv«iy  peraon  befow 
l^bdlag  in  Great  Britaixi  from  the  vessel  shall,  unless  he  lands  at  a  Foreigll 
hnimmh  Wharf,  efiectually  wash  and  disinfect  himself,  and  change  or  effectn- 
wMr  dUiiMft  Ills  €ikitQm»  so  m  to  prevent  the  introduction  or  spread  of  foot- 
iM-awtli  dlsiMB  t/f  hin  or  lilS'  'dothas. 


Lmnimg  or  Tmm^ipimtii  mbj$et  to  Ptrmisnon  of  Inspector. 

34.  — ^The  animals  sh&il  not  be  landed  or  transh^ped  except  with  the  per- 
mission of  an  Inspector  of  the  Board,  which  permission  will  only  be  given  when 
l&e  Inspector  is  satisfied  that  sufficient  lairage  and  other  accommodation 
it  Mikble  lor  the  landing  and  OtMt^im  ol^e  anlmalt  in  accovdance  with 

Hha'  pmmidrmm  ai  H>%  Omifir. 

Tfmdkipmmtt. 

35.  — The  animals,  if  so  required  by  an  Inspector  of  the  Board,  shaU  be  tran- 
di^ped  into  vessels  approved  for  such  purpose  by  an  Inspector  of  the  Board . 
Amy  irsassl  so  used  shall  be  cleansed  and  disinfected  by  the  owner  Hieieof  in 
■Kii  MMwr    siiall  bo  lief  iiii«d  bf  an  liispect^ 

X«iMftfi^.  $te.,  M  Spoe^ttd  Pmt  of  Wktttf  oniy, 

36.  — ^The  animals  shall  be  landed  only  at  such  part  of  the  Foreign  Animals 
Uliarf  as  an  Inspector  of  the  Board  may  direct,  and  when  landed  shall  be 
'dlffien  by  laliage-men  specially  appointed  for  the  purpose  to  such  lairs  within 
^^Ig^    ttie  Whwrf  aa  may  be  specially  approved  for  that  purpose  by  an 

Simu^^  of  Amwmis. 

37.  — ^After  such  examination  as  may  be  required  by  an  Inspector  of  the 
Boaid«  the  animals  shall  either  be  slaughtered  immediately  in  the  lairs  in  which 
Hhjc  ^^  sue.  or  they  may,  with  the  permission  of  an  Inspector  of  the  Board, 
iM  monred  lot'tiiwIUi  to  a  sliuighter-house  in  the  Whaif  spedallsr  approved  for 
Ifeatt  puipoee  by  an  Inspector  oltha  Boaid  aad  iliflreliiiaeiiiaUiyaiaii^tarad. 

SpmM'  ■  BmrnffOiom  of  Vmd  m  event  of  Foot-and~Montk  Disease. 

38.  — ^If  an  Inspector  of  the  Board  certifies  that  there  is,  or  during  the  voyage 
baa  been,  an  animal <»i  board  the  vessel  affected  with  foot-and-mouth  disease, 
ttan  alter  all  animals  iliall  htm  been  landed  tiie  vessel  shall,  if  instructions 
to  snch  effect  be  given  b^  an  Inspector  of  the  Board,  proeeed  to  sea  for  a  pre- 
Bmiiiaiy  cleansing  and  disinfection  of  the  parts  of  the  vessel  used  for  animals, 
■ablect  to  such  snperyision  as  the  Board  may  require,  and  in  accordance  with 
.aay'';iiiaCiiictiima  ffmk'  bf  aa  Inspector  of  the  Boanl.  • 

Diepomi  of  Fittings. 

39. -^7  ittingsMd  in  oomMctioa  with  the  animals  shall,  if  so  leqniied  by 
an  Inspector  of  ti^e  Board,  be  landed  and  burnt  at  such  timie  and  |%M?t  and 
is  sndi  maoaer  as  an  Injector  of  the  Board  may  direct 

Disposal  of  Dung,  Fodder,  etc. 

40.  — The  dung  of  the  animals  brought  in  the  vessel,  and  any  fodder  or  litter 
bfoii||it-ia  tiio  vsasil,  and'liio  fillings,  pens,  hurdles  or  utensils  used  for  or 
about  fb»  animals,  sliallaiif  be  landed  in  Great  Britain,  except  at  a  Foreign 
Ammals  Wharf,  unless  the  Board  for  some  exceptional  cause  by  licence 
olte«ise  permit.  For  the  landing  thereof  at  a  Foreign  Animals  Wharf  tho 
ptevioos  omiaeiit  of  iiie  Soperintaadent  of  tta  Wharf  ttall  be  obtained. 

CKAVISS  ^•'■■-■AbBCBLLAIIBOlTS. 
PmMmktM  Mtetuter  of  DisinhMiam 

i^Ibe  ignscribed  mamr  of  dftrinfecCloii  to  lie  adopted  aadar  tbia  Oidar 

lba".aaf  ^"'""^ 


CATTL£, 


37 


§}  The  place  or  thing,  or  the  part  thereof  rnqnired  to  be  disinfected,  shafl 

be  thoroughly  washed  with — 

(a)  a  one  per  cent,  (minimum)  solution  of  chloride  of  lime  containing  not 
less  than  thirty  per  cent,  of  avaflaMe  dhlorine  ;  or 

(b)  a  five  per  cent,  (minimum)  solution  of  carbolic  acid  (containing  not  less 
than  ninety-five  per  cent,  of  actual  carbolic  acid).  foUo wed  by  a  thcm>ugb 
j^rinkling  witii  limewash  ;  or 

(c)  a  disinfectant  equal  in  disinfective  efficiency  to  the  above-mentioned 
solution  ofcarbolic  acid,  followed  by  a  thorough  sprinkling  withlimewaih* 

(ii)  The  application  of  limewash  shall  not  be  compulsory  as  regards  such  parts 
of  a  ve^el,  as  are  used  for  passengers  or  the  ciew. 

Animals  dying  on  Voyage. 

42.  — (i.)  If  on  a  vessel  arriving  at  a  port  in  Great  Britain  from  a  foreign 
country  an  animal  taken  on  board  for  Hhe  purpose  of  importation  has  died  or 
been  slaughtered  during  the  voyage,  the  master  of  the  vessel  shall,  immediately 
on  anival  at  the  place  of  discharge,  report  the  fact  to  the  proper  Officer  of 
Customs  and  Excise  at  the  port. 

(2.)  trhe  carcase  shall  not  be  landed  or  discharged  from  the  vessd  witlioat 
the  permission  in  writing  of  the  Officer. 

General  Power  of  Detention. 

43.  — If  it  appears  to  the  Principal  Officer  of  Customs  and  Excise  with 
respect  to  any  fordgn  animal,  or  with  respect  to  any  foreign  carcase,  fodder, 
lil^,  dung,  or  other  thing,  tiiat  disease  may  be  thereby  introdnced.  he  may 
seize  and  detain  the  same  ;  and  he  shall  forthwitii  rqtort  tiie  fsicts  to  tiie 
Commissioners  of  Customs  and  Excise,  who  may  give  such  directions  as 
they  think  fit.  either  for  the  sliiughter  or  destruction  or  the  further  detention 
thereof  or  for  the  delivery  hereof  to  tbe  imwx  on  sndi  conditions,  if  any 
(including  payment  by  the  owner  of  expenses  incaned  by  tbem  in  respect  of 
detention  thereof),  as  they  think  fit. 

Duties  of  Local  Authority  and  Police. 

44.  — ^The  Local  Authority  and  their  officers  and  all  constables  and  police 
officers  shaU  assist  Hie  In^^ectors  of  the  Board  to  carry  into  effect  and  enforce 
this  Order,  and  shall  do  or  cause  to  be  done  alltiih^pl  iMeeawy  lor  timeBSCtaal 
execution  of  the  same. 

Exemption  of  Certain  AnitmUs. 

45  —- (i-)  This  Order  shall  not,  except  where  otherwise  expressly  stated, 
^ply  in  relation  to  animals  brought  from  the  Channel  Islands  or  the  Isle  of 
Man. 

(2.)  Chapters  i  and  3  of  this  Order  shall  not  apply  to  an  animal  the  landing 
of  which  at  a  Foreign  Animals  Quarantine  Station  has  been  approved  by  the 
Board  under  the  Foreign  Animals  (Quarantine)  Order  of  1896. 

Offences. 

46. — (i.)  If  any  animal, 'carcase,  dung,  fodder,  litter,  fittings,  pens,  hurdks. 
utensils,  or  ottier  thing  shall  be  brought  into  a  port  or  transl^pped  or  landed 
or  moved  in  contravention  of  this  Order  or  of  the  conditions  of  a  licence 
grai^t^under  this  Order,  the  owner  thereof,  and  the  owner*  and  .the  lessee  and 
tlie  occupier  of  the  place  of  landing  or  other  place  where  or  from  which  such 
ammal,  carcase.  Or  other  thing  is  landed  or  moved,  and  the  person  causing, 
directing,  or  permitting  the  brini;ing  into  port  or  transhipment  or  landing  or 
movement,  the  owner  and  the  charterer  and  the  master  of  the  vessel  in  which 
the  same  is  brought  or  from  whidi  the  same  is  tnmsbipped  or  landed,  shall. 
«ch  according  to  and  in  respect  of  his  own  acta  and  defiliUtB.  be  deemed  gnUty 
of  an  offence  against  the  Act  of  1894. 


'MM  any  ptnm  wboae  entry  into  a  Foreign  Animals  Wliarf  or  any  part 
of  a  wliaif  it  pcohibited  enters  or  attempts  to  enter  into  sueh  Wharf  or  part 
Hi  a  WlMif  lie  diall  be  deemed  guilty  of  an  oflEence  against  the  Act  of  1894. 

(3.)  If  anyliiiiig  ia  done  or  omitted  to  be  done  aa  rmrds  «^Ua««i«»g  or  dis- 
infection in  contravention  of  this  Order,  the  owner  anotiie  charterer  and  the 


and  tlie  CKXnipier  of  any  other  place  or  thing  in  respect  of  which,  as 
case  may  be^  the  same  is  done  or  omitted  to  be  done,  shall,  each  according 

to  and  in  reipect  of  his  oim  aoli  aad  ddhnlto,  be  deeoied 
against  ^e  Just  of  1894. 

(4.)  II  any  peEBon  wJa  to  cany  ont  or  observe  any  direction  aa  regaids 
deaming  or  dMniwrlioB,  vbidi  he  la  by  thia  Older  required  to  cany  ont  or 
oioerve.  he  shall  be  deemed  giiilly  of  an  otaoe  against  the  Act  of  1894. 

(5.)  If  any  animal  is  not  slaughtered  in  accordance  with  tiie  inovfeions  of 
WB  Order,  the  person  failing  to  cause  such  slaughter  shall  be  deemed  guilty 
m  m  oigMce  a||iinif  liie  Act  of  1894. 

(6.)  If  anythmg  is  done  or  omitted  to  be  done  wi^  mpect  to  any  vessel  or 
animals  thereon  in  oontrav^tion  of  this  Older,  Umi  nfmer  and  tbe  char- 
aai  fw  master  of  the  vessel  in  which  ilie  same  ia  done  or  omitted  to  be 


liillllS^  •^«>'^togio  and  in  re^ct  of.bii  oim  ads  and  defMdt% 


PIBSX  SCHEDULE. 

widFmtBofCi 


Austria  Himpiiy. 


CapeColoiiy. 
Ciule. 

Denmark  (eaciiidiiiK  Icetand  and  Faroe  laiaad^. 


MHaaa  (iiistHii). 

Guiana  (Dutch). 

Guiana  (ftaidi). 

Italy. 

ssaiuia 

Mexico. 

Bftontenegvo. 


Natal. 

Netherlands.. 
Norway. 

MCwman  uimiinions. 


LIVE  STOCK  FROM  CANADA. 


39 


Roumaaia. 

Rnsria. 

Sewia* 


Uruguay. 
VaBasnela. 

Except  where  otherwise  provided  a  ooootiy  incMetaay  ooloiiy,  dependancy, 
or  protectorate  of  the  oonntiy. 


Foreign  Aniicals  (Amendment)  Order  of  1912. 
Extension  of  Certain  Provisions  of  the  Foreign  Animals  Order. 

I. — (i.)  Any  provision  of  Chapter  I.  of  the  Foreign  Animals  Order  of  1910 
which  relates  to  an  animal  brought  from  a  port  in  a  scheduled  country  shall 
ap^y  m  like  maimer  to  a  foreign  animal  brought  from  a  port  In  a:  conntiy 
which  is  not  a  scheduled  count^,  if  the  animal  since  it  una  taken  tyn  boanl 
at  that  part  has  entered  a  port  in  a  scfaednled  country. 

(t.)  It  ihaU  not  be  lawiol  to  land  in  Gnat  Britain,  except  under  tbe  antborfty 
and  subject  to  the  conditions  of  a  lioeftoe  ^[ranted  by  the  Board,  cattle,  she^. 

Eats,  or  swine  taken  from  the  United  Koifdom.  the  Channel  Idanda,  or  m 
ie  of  Man  into  a  |K}rt  in  a  scheduled  ooontay. 


Importation  (Raw  Tongubs)  Ordxr  of  1913. 

HiliMlMfjeii  in  coimseHom  wOk  ImporUiim  of  Rmm  Tongues. 

I. — Any  box  or  other  receptacle  and  any  packing  matoial  in  which  raw 
bovine  tongues  shaJl  be  brouc^t  to  Great  Britain  from  any  country  ont  of  the 
Iliited  B3i«dom  wbldi  is  not  meoAkmed  bi  tiie  S(M 

after  the  tongues  have  been  removed  therefrom,  forthwith  be  destroyed  by 
fire  by  the  owner  of  the  tongues  at  the  time  of  ranoval,  and  flhaU  not  be 
permitted  to  come  in  contact  with  any  animal.  ^ 

SCHiEPUUBi 

United  States  of  America. 
Commonwealth  of  Australia. 
Dominion  of  Canada. 
Dominion  of  New  Zealand. 
Union  of  South  Afiica, 

Ide  1^  Mm* 

REGULATIONS  (1904) 
Respecting  the  shipping  of 
UYE  STOCK  FROK  CllADl. 

Pursuant  to  the  authority  vested  in  the  Governor  in  Council  by  the  third 
section  of  the  Act  respecting  the  shipping  of  Live  Stock,  54-55  Victoria,  chapter 
36.  intitaled  "  An  Act  respecting  the  shipping  of  live  Stodc."  tbe  foDowkM; 
r^ulations  are  prescribed  for  ships  engaged  in  thetran^KHlatbn  of  live  stow 
from  any  port  or  place  in  Canada  to  any  port  or  place  ont  of  Canada,  not  being 
aport  or  place  in  the  United  States  of  America,  or  in  Newfovndland.  |ir  in  St. 
Pierre,  or  Biiquelon.  or  in  BifWida,  or  in  any  of  He  West  bdia  libnliai  or  in 
limioo.  or  in  So«tb  AflMca. 


LIVE  STOCK  FROM  CANADA. 


iNTORPimmnmi  r—Tlie  caqmsssion  "  cattle  "  means  bolls,  oxm.  cows,  and 
Hcileis  one  Mid  two  years  old,  and  the  expressbn  "  hozses  "  includes  mares. 

AFFUCATKM  FOR  IKSPECnON. 

The  master,  owner,  or  agent  of  every  ship  intending  to  take  on  board 
live  stock  for  transportation  from  Canada  shall,  il  such  dup  requires  to  be 
m^ted  under  the  provisions  of  the  Act  hereinbefore  mentioned rapply  for  in- 

to  the  Inspector  of  the  poit  at  which  the  Uve  stock  is  to  be 
^Sr:^^^^  the Jtaapector  win  tate  Hie  steps  necessary  to  inspect  the 
v^el.  and  determine  whether  she  is  a  safe,  seaworthy  and  suitable  shipfortlie 
transportation  of  hve  stock  on  the  voyage  intended. 
(2.)  If  the  Inmector  approves  of  the  vessel  he  should  notify  the  owner,  master 

2.J???L^L  ^'f  f^y^*"^    fit  up  the  ship  asnqnifed  %  iliese  legulations.* 

but  If  the  vessel  has  been  previously  fitted  for  the  transportetion  of  Hve  stock 
tea  manner  consistent  witii  th^  regulations,  the  Inspector  shall  require 
comphance  with  these  reqnkanentiin  aU  respects  before  issuing  his  certificate. 

h.i^^'^^i^u  ^  **™^  onanypart  of  ttie  vemA  where theywiU 

tntCTfere  with  the  proper  management  of  the  ship,  or  with  the  efficient  wv^Ung 
m  tne  necessary  boats,  or  with  the  requisite  ventilation  of  the  vessel 

CATTLE  AND  SHEEP. 

SPACB. 

.  *f  :7"i?  f  **  "PP®**  °'       ^^^^  must  be  given  a  space  of 

2  feet  6  inches  clear  m  width,  by  8  feet  clear  in  tength,  and  not  1^  tiian  6feet  3 

*?J?!L"^  •  "°  ^  shaU  more  than  four  head  of  cattle  be 

iSSlSi'?  ^  *        ^^^^^  5  cattle  may  be  allowed 

togetiier ;  pfimded.  however,  tliat  5  cattle  eadi  i.ooo  lbs.  weight  or  undeT 

ST'^P^^ilTT     stockers,  may  be  carried  in  a  pen  instead  of  4  fat  cattle! 

22"^  ^  J^^Jk^^^^^'^^o'^"'^^     ^  4  fat  cattle,  the 

gOMflian  not  be  less  than  10  feet  8  mches  cle^  Cows  in  calf  are  to 

lie  given  the  same  space  as  fat  cattle  arc  given 

^  ships  fitted  with  permanent  iron  fittings  with  alley-ways  not  less  than  3 
iiet  m  width^and  fitted  with  approved  and  sufficient  means  of  ventilation,  fe! 
cattle  n^y  be  carried  on  the  second  deck  in  a  space  of  2  feet  6  inches  in  width, 
provided  tiiat  no  cattle  are  carried  on  the  hatches.  If  cattle  are  carried  on  tli^ 
Z^Sl  *oifafJi  animal  in  the  compartment  must  be  2  feet  8  inches 

?to^?incht  i^c^to^Si*^^  """^^  in  all  cases  have  a  space  of 

^,J*j  United  States  catHe  shipped  from  any  port  in  Canada,  carried  on  the 
•?S5L?K  H^''*^  *  ^P*^     2  feet  6  inches  in  width  by  8  feet 

toto^  per  head,  but  8n<^  thiited  States  cattle  when  so  shipped  between  decks 
most  be  aUowed  a  space  of  a  feet  8  inches  iA  width  by  8  ieet  &  depth,  except  in 
the  case  of  regular  cattle  ships  with  satisfactory  ventilation,  which  may  fit  with 
!5inS:*^-fl°f  L^^*  t  No  more  than  four  (4)  head  of  cattle 

JS^T^r  "  ^  f"**P*  the  end  of  a  row,  where  five  may  be 
«a JSffS^^^^'*  however,  that  cattle  nnder  1.000  lbs.  in  wdght 

may  be  aUowed  a  width  of  2  feet  3  inches.  ' 

mJtl^aaJSJl^  shall  not  be  1^  than  7  feet  hi  heirfit,  divided  into  two 
emroompartni«ate.  ^^not  niore  than  8  or  10  sheep  i^be  counted  equal  to 
«i»  fcl  OK.  Mcoidinf  to  the  di«aeto  i«u  q  ui 

BlCKSb 

^H^^^       not  be  canied  on  more  than  three  decks  :  and  cverv  deck 


UVE  STOCK  FROM  CANADA. 


41 


UFPERJ>ECK  innUGS. 

i. — Simtckions,  Wooden. — Stanchions  must  be  of  good  soimd  spmoe  timber. 

not  less  than  3  by  inches,  placed  at  proper  distances  from  centres,  against 
ship's  rail,  and  secured  to  the  rail  by  a  hook  of  not  less  than  |-inch  wrought  iron 
wim  nutscrew.  If  ^e  bulwarks  are  open,  the  foot  of  staifchions  must  be 
secured  by  filling  pieces  2x3  inches  placed  outside  of  rail  stanchions,  to  which 
the  outside  plankings  shall  be  nailed,  and  the  whole  secured  by  through  bolts 
aud  nuts.  A  piece  of  2  x  3  inches  or  2-inch  plank  shall  be  fastened  to  outside  of 
stanchion  and  run  up  to  underneath  rail  to  chock  stanchion  down.  Outside 
stanchion  shall  extend  up  sufficient  height  to  form  stanchions  for  ahaiid-ndl 
where  necessary  for  the  protection  of  the  seamen.  If  the  bulwarks  are  not  open, 
the  foot  of  tiie  stanchion  riiall  be  secured  by  a  bracing  of  2  x  3  inch  sound  lum* 
her  from  the  back  of  each'  stanchion .  Outside  stancl^GOS  at  top  of  pen  shall  be 
properly  secured  to  fore  and  aft  stringer  beams  or  plate  not  less  than  5J  x  2 
inqhes.  Inside  stanchions  must  be  placed  directly  in  line  without  board  stan- 
chioiia,  to  be  set  up  so  th^t  the  5|-indi  way  of  the  stanchions  shall  set  fore  and 
af^  SBmI  properly  secured  at  top  to  fore  and  aft  stringer  beams  or  plates  not  less 
than  5^  X  2  inches,  firmly  secured  at  foot  to  deck  and  flooring  to  keep  from  lifting. 

Stanchions,  Iron. — These  may  be  used  in  place  of  wooden  stanchions  and 
should  be  not  less  than  2  inches  in  diameter,  set  in  iron  sockets  above  and  bdow 
and  fastened  with  nut  and  bolt. 

Beams. — Beams  or  rafters  must  be  of  good  sound  lumber  2x6  inches,  suit- 
ably placed,  to  ruij  clear  across  the  ship  were  practicable.  Should  any  house 
or  deck  fittings  be  in  the  way  .  then  butt  up  closely  to  same.  These  beams  shall 
be  shouldered  on  the  stanchions  and  made  secure  with  chocks  nailed  or  other- 
wise properly  fastened  to  stanchions. 

A  ngle  Ifm  Frmnes, — ^Angle  iron  frames  fitted  from  sl#fe  to  side  on  upper  deck, 
10  feet  8  inches  apart,  may  be  used  instead  of  wooden  stanchions  and  beams. 

Head  or  Breast  Boards. — Head  boards  shall  be  not  less  than  1^x12  inches,  of 
good  sound  lumber,  and  well  secured  on  the  pen  side  of  the  stanchions.  A 
double  stanchion  to  secure  head  board  shall  be  set  up  at  each  end  of  pen.  A 
bolt  of  iron  4-inch  in  diameter  shall  pass  through  the  double  stanchions  and 
head  board  aecured  by  a  nut  and  a  screw.  All  headboards  diallhave  holm 
bored  tirrotigh  them  at  proper  distances,  to  tie  the  animals. 

Foot  Boards. — Foot  boards  shall  be  of  the  same  material  as  head  boards, 
properly  nailed  to  stanchions  on  the  inside  of  same. 

Division  Boards. — Division  boards  shall  be  of  inch  x  12-inch  sound  lum- 
ber, fitted  perpendicolariy  and  turanged  so  that  they  divide  the  animals  into 
pens  of  four,  or,  at  end  of  row,  into  pens  of  five. 

Flooring. — Flooring  for  the  d/sck  shall  be  of  sound  i  -inch  boards  laid  fore  and 
aft  on  scantlings  2x3  inches  laid  athwart  ship  on  the.  deck  at  18-inch  centres, 
and  the  whole  well  secured.  Where  very  heavy  cattie  kte  stalled  thicker  floor- 
mg  should  be  used. 

It  is  optional  with  the  owners  whether  they  use  sheathing  on  their  ships  with 
wooden  decks,  or  whether  they  secure  the  footlocksto  the  decks,  but  r  on  decks 
must  in  all  cases  be  sheathed.  Conent  may  be  used  instead  of  wood  dbeathii^f 
with  footlocks  moulded  in  the  same. 

Footlocks. — Footlocks  shall  be  of  good  sound  spruce  or  pine  lumber,  or  hard 
wood,  1^x3  in^es,  laid  lore  and  aft  of  ship,  properly  serared  to  ihealhing  or 
deck,  placed  17,  16,  22  and  16  inches  apart  (the  first  one  distant  17  inches  from 
the  trough),  nailed  when  practicable  with  4-inch  nails  through  into  deck  strips 
«nd  bra^d  by  similar  locks  placed  athwart  18  inches  apart  and  nailed  through 
to  deck  strips. 

Outside  Planking. — All  the  outside  planking  on  open  and  closed  rail  ships 
must  be  properly  laid  fore  and  aft  of  ship  and  nailed  to  the  backs  of  stanchions, 
and  battened  after  the  ist  November.  Nothing  less  than  i^inch  spmoe  or 
pme  i.  to  be  need  lor  this  pnfi»«». 


i 


41  MVE  STOCS  FKOM  CANADA. 

PimUdrng  of  SktMtr  Mimk  to  b$  §r$cUd  on  upp»  d§eks. — ^The  planln  or  boaidi  to 
ie  nailed  on  this  deck  should  be  not  less  than  i-inch  sound  lumber  12  inches 
«ide,  laid  on  purlins,  wiXk  4  inches  of  space  between  the  boards ;  the  space  to  be 
ilAad  with  a  block  of  4  b]r  1  iaA  at  bacl:  aiid  teat  platM  or  stringfers.  aiid  at  4^ 

purlins  to  give  additional  support  to  the  second  covering,  which  is  to  be  of 
poaida  of  the  same  <!imcin«mn,  laid  over  the  4-indi  opeoings  of  tower  boaffdinf » 

U1IBER.DECK  FITTINGS. 

Stanchions^ — Standitons  shall  be  of  good  spruce  lumber  not  less  than  3x5! 
lldMS  set  im  at  propflr  distances  from  centres  so  that  the  5|-inch  way  of  same 
AaQ  sIlHiid  love  and  aft  aad  janimed  in  ti|i;ht  between  the  two  decks,  pc^^ 
braced  on  head  and  from  side  to  side  of  ship  ;  this  bracing  shall  be  of  2  x  3-inch 
nruce  or  pine,  and  be  properly  batted  against  each  standuon.  Where  it  is 
mind  inqMndicabfe  to  mn  these  braces  across  sh^,  by  reason  of  hatdies,  etc. 
coming  in  Hw  way,  then  they  shall  be  well  braced  from  hatch  coamings  and 
from  flic  obstruction  which  prevents  running  braces  from  side  to  side.  The 
heads  of  these  stanchions  shall  be  braced  fore  and  aft  by  2  x  3-inch  pieces  well 
nailed  on  each  stanchkm  and  fouling  tore  and  alt  dkise  up  to  tiie  kiww 
tile  di^  beams  and  butted  at  each  end  of  compaiteent  and  against  themsdves. 
or  rJuKkfd  in  underneath  beam  and  well  nailed  to  heads  of  stanchions.  If 
vplper  and  tower  dedn  are  wood  then  the  stanchions  set  up  between  decks  may 
ti.miimwl  by  well  ckatimg  to  each  deck  by  heads  and  heels  of  same. 

Head  or  Breast  Boards.  Foot  Boards,  Divxsion  Boards,  Flooring  and  Footlocks 
shall  be  of  the  samedimenmons  as  those  on  the  upper  deck  and  fastened  in  the 
SMBO  manner,  ttdflhattbaw holBBbairBd at  proper  diata^^  tiManinals. 

TroK^As.— Soitable  troughs,  whether  on  upper  or  vndsr  dad%  shall  be 
formed  on  the  foot  boards  about  12  iachis  wide  wlMB  fo^uifld.  TRia|^  fot 
ahtep  must  be  made  watertight. 

Ouinf  pir  StaNw  Gam. — A  aoitalito  caring  most  be  ptooed  over  tiia  ship's 
steering  gear  whim  found  necessary. 

'AUey-mayt. — Alley-ways  between  the  pens  most  not  be  less  than  three  feet 
vide,  eaoept  fatwara  and  aft,  where  they  may  be  not  less  than  18  todiss  tor  a 
dislsitce  of  ai  toet  from  tiie  end  of  the  ship  inwards,  and  no  feed  shall  beptofiad 
w  stoiied  to  tiia  alley-ways.    In  any  case  in  which  more  than  four  rows  of 

ways  shall  be  made  at  each  end  of  a  com- 
oartiBeBt'  and  ODOoaite  mnm  vhicli  iaod  or'  water  is  sMinwiiiwt'-"'— •  mav 

M  siqpM  hgr  in^pacter. 

VENTILATION, 

•.—Each  coomartment  oontaintog  cattle  must  have  at  least  tovr  bell- 
moutiied  ventilaton,  of  not  less  tiun  i8  inches  inside  diamaler,  and  with  top 
■OTinwiiitog  7  leet  to  height,  two  sttaated  at  eadi  end  of  tiie  compartment,  or 
have  some  oHiar  system  of  ventilation  of  which  the  Inspector  approves,  but  in 
every  case  the  ship  must  always  be  supplied  with  a  sufficient  number  of  tons 
worked  by  steam  to  ensure  good  and  sufficient  ventilation  tor  the  cattle. 

t^No  cattto  Shan  be  loaded  along  the  aOsy-vays  by  CB|^Bie-ioom  unless 
side  of  said  eagina-iOQiii  is  oovaiBd  bf  t^adi  tonibcr  naUng  a  j-inoii  air-ipaoe 

td— Mo  cattle  shall  be  loaded  on  hatches  on  decks  above  cattle,  nor  shall  any 
'MilliinrtiBn,  freight  or  food  tor  cattle  be  loaded  on  said  hatches,  but  said 
hatches  shall  at  all  times  be  kept  clear,  but  cattle  may  be  carried  on  the  lowest 
hatch  provided  that  a  i|iace  on  soch  hatch  of  12  feet  square  be  at  all  times  kept 
olaar  and  tree;  and  no  cattiadMll  be  canied  on  any  part  of  tiie  vessel  where  in 
ordinanr  comae  of  navigstion  tiiey  would  mterfere  with  the  proper  manage- 


LIVE  STOCK  FROM  ONADA. 


43 


MISCELLANEOUS. 

%.—JOtmvm^kBaA  and  suitoble  stowage  shall  be  provided  under  deck  for  feed 
for  cattle  ;  but  hay  to  the  extent  of  50  pounds  for  each  head  of  cattle  for  con- 
sainption  in  the  River  and  Gulf  of  St.  Lawrence  may  be  stowed  on  deck  pro- 
peclycovered,  and  must  be  the  tost  hay  used.  The  Inspector  must  be  fiatt^ed 
as  to  the  quality  and  quantity  of  food  and  water  provided  for  the  cattle  Hay 
must  be  in  bales  and  grain  in  bags,  and  bales  and  bags  must  be  marked  in  a 
legible  manner  with  the  name  of  titie  person  who  ships  the  cattle  for  which  the 
leed  is  mtended,  and  the  cattto  shipper  shall  furnish  the  Inspector  with  a 
statement  of  the  quantity  of  hay  and  grain  supplied  by  him,  and  the  number 
ol  cattle  shipped  lyy  him  for  the  intended  vQyage. 

i. — All  vessds  win  carry  not  less  than  4  hogsheads  of  over  100  gaUons 
capacity  for  each  xoo  head  of  cattle,  and  these  ^lall  be  filled  with  fresdi  cold 
water  before  sailing  and  re-filled  as  emptied,  unless  the  vessel  is  fitted  with 
water-pipes  suitably  placed  and  fitted  with  taps  for  watering  the  cattle. 

M. — Snippos  of  cattle  will  require  to  furnish  a  fraenum  and  attendanto  to 
take  charge  of  the  cattle  on  board  ship,  and  tiiere  shall  be  one  man.  including 
the  foreman,  for  each  25  ^ead  of  cattle  shipped.  Shippers  are  required  to 
notify  the  Inspector  at  loist  twdve  hours  baore  the  sailing  of  the  msj^  oi  tb» 
name  of  the  foreman  to  be  in  charge  of  Hieir  shipment  and  of  the  names  of  the 
attendants,  and  must  furnish  the  Inspector  with  satisfactory  evidence  of  their 
sobriety,  e3q>erience,  abiUty,  and  general  good  conduct,  and  every  such  foreman 
and  cattie  attendant  shall  «gn  the  diip's  articles  of  agreement  before  the  diip 
clears  on  her  intended  voyage,  and  be  subject  to  the  authority  of  the  master, 
and  the  Inspector  shall  see  that  the  eating  and  sleeping  accommodations  for  the 
cattle  attenidants  and  foremen  are  as  good  as  the  same  accommodations  pro- 
vided for  the  crew  of  the  ship.  Every  ship's  articles  of  agreement  signed  by 
the  foreman  and  attendants  shall  clearly  state  the  wages  to  be  paid  to  each. 
The  foreman  and  attradants  must  report  themselves  to  the  Inspector  at  least 
six  hours  before  the  sailing  of  the  diip.  . 

11.  — Cattle  will  be  tied  with  a  vopo  not  less  tiian  ftodi  to  #anielsff.  ullicli 
shall  not  be  used  more  than  once. 

12.  — False  decks  on  which  cattle  have  been  loaded  must  be  removed  and  the 
manure  and  dirt  cleaned  away  before  the  ship  receives  another  cargo  of  cattle. 

13.  — ^The  Inspector  may,  in  case  he  finds  any  of  the  fittings  are  worn, decayed 
or  unsound,  require  the  same  to  be  replaced  before  he  clears  the  vessel.  He  will 
also  supervise  tiie  loadmg  of  cattle  and  see  tiiat  tiiey  are  properly  stowed  and 
tied  and  that  all  the  requirements  of  these  r^polations  have  been  complied  with. 

li.— Water  condensers  shall  be  on  board  in  good  working  order  and  of 
sufficient,  capacity  to  provide  eight  gallons  every  twenty-four  hours  of  fresh 
cold  water  for  each  heafl  of  cattle  carried,  whether  the  ship  Is  fitted  with  water 
ballast  tanks  or  not. 

15.  — ^Live  stock  shall  not  be  taken  on  board  until  the  loading  of  the  cargo  has 
been  completed,  unless  the  consent  of  the  Inspector  m  writing  to  do  otherwiacr 
is  first  obtained.  • 

16.  — ^The  backs  of  pens  are  to  be  lined  with  i-indi  boards  to  the  height  of  4 
feet,  nailed  to  back  stanchions  on  inside,  making  the  backs  of  the  pens  flush  and 
smooth,  if  tiie  Inqiector  deems  it  necessary. 

17.  — The  work  throughout  must  be  wdl  nailed  and  stnmi^  put  togetiier, 
and  to  the  satistoction  of  the  Inspector. 

It. — ^If  tiie  shto  is  not  lighted  by  electric  lights,  the  Inspector  should  see  that 
suffident  di^'a  toirtienis  are  pioviitod  to  lis^  between  dec^ 
carried. 

— Passages  must  be  left  so  toat  the  scuppers  can  be  reached  and  kept 
clean. 

20. — Any  disputes  arising  under  these  Regulations  in  r^^rd  to  providing  for 
the  health,  security  and  afo  carriage  of  kve  stock  shall  be  referred  to  the 


1 1 


LIVE  STOCK  FROM  U.S.A. 


Muster  of  Marine  and  Flaheries.  who  may  decide  the  matter  ;  or  the  Minister 
may  refer  it  to  any  person  considered  competent  by  him.  and  in  either  event 
the  decision  of  the  Minister  or  of  such  penon  shall  be  final. 

It.— For  the  better  protection  of  the  health  of  the  live  stock  no  cattle  or  horses 
be  talcMi  on  board  except  cattle  or  horses  which  have  been  inspected  and 
n^janla  liealtli  by  a  duly  appointed  Government  Veterinary  Inspector 

i^— (Fee.  Abolished  igoi). 
^■1. — (i.)  Horses  shall  not  be  taken  on  board  until  the  loading  of  the  cargo 
been  completed,  nnless  the  consent  of  the  Inspector  to  do  otherwise  in 
writing  is  first  obtained. 

(2.)  Stalls  for  horses  shaQ  not  be  less  than  2  feet  6  inches  wide  in  the  clear 
for  horses  weighing  1,200  lbs.  or  less.  For  horses  over  i  .200  lbs.  in  weight  the 
Stan  aiiall  nutlie  lest  than  2  feet  8  inches  in  the  clear.  In  every  case  the  stall 
must  be  S  fast  de;^.  ^ 

(3.)  The  materials  used  in  the  construction  of  stalls  and  fittings  shall  be  of  a 
substantial  character  and  of  such  dimensions  as  the  Inspector  deems  necessary 

(4.)  Inspector  shall  see  tiiat  a  snffident  supply  of  good  food  is  placed  on 
board  ship  for  each  horse  and  ^t  suitable  arrangements  are  made  for  a  suffi- 
cient supply  of  fresh  water,  so  that  no  condensed  water  shall  be  used.  The  food 
supply  shall  not  be  less  than  15  pounds  of  hay.  7  pounds  of  bran,  and  3  pounds 
m  oats  for  each  horse  per  day.  and  the  Inspe^  may  refuse  to  issue  ^Certifi- 
cate rendered  necessary  under  the  Act  above  referred  to  until  the  Inspector  is 
satisfied  as  to  the  quantity  and  quality  of  the  food  on  board  for  horses 

(5.)  Shippefs  of  horses  will  require  to  famish  attendants  to  take  charge  of 
horses  on  board  ship  and  there  shall  not  be  more  than  eighteen  horses  in  dbAnte 
of  one  attendant.  Shippers  are  required  to  notify  the  Inspector  at  least  twelve 
hours  before  the  sailing  of  the  ship  of  the  names  of  the  attendants  and  must 
furnish  the  Inspector  with  mtisfactoryevideraMttidrsolM^  experience, 
ability  and  general  good  conduct,  and  every  attendant  Aall  sign  the  ship's 
articles  of  agreement  before  the  ship  clears  on  her  intended  voyage  and  be 
^  *^  anthorlty  of  the  master,  and  the  Inspector  shall  see  that  the 
eating  and  sleeping  aooommocatifins  lor  the  attendants  axe  as  good  as  the  same 
accommodations  provided  for  the  crew  .of  the  ship.  Every  ship's  articles  of 
agreement  signed  by  the  attendants  shall  clearly  state  the  wages  to  be  paid  to 
fidL  Bie  attendants  mnst  tepott  themselves  to  the  Inspector  at  least  six 
ioiiB' 'beiofe:      aapng' of  tte  8h%>. 

F.  GOURDEAU, 

Manm  and  Fisktries, 

1M1IMTI018  GOYIEIUG  THE  IMSPECTION,  HUMANE  HANDLING 

Mm  mm  mmmmx  or  imimals  gabried  by  ocean 
•niinit  ram  lu  mmm  tf atu  m  vomor  oouitbies. 

U.S.  Bepartmsmt  of  Agricultuss. 
Btc,      1906,  mtd  m  fm§  1913. 


GENEKAL  PEOVISIONS. 

"-  Itai^tlon  1.— No  cattle,  sheep,  swine,  or  goats  shall  be  exported  from  the 
Unlsd  States  to  any  foreign  country  unless  and  until  the  same  have  been 
inflected  and  found  free  from  disease  or  exposure  thereto  by  an  inspector 
of  the  Bureau  of  Animal  Industry  of  this  Department ;  and  unless  the 
Seoretacy  of  Agriculture  shaU  have  waived  the  requirement  of  a  certificate 
of  inspection  for  the  particular  country  to  which  such  animals  are  to  be 
•gforted  no  clearance  shall  be  issued  to  any  vessel  canning  such  animals, 
niuilB  and  until  a  certificate  of  inspection  showing  freedom  from  disease 


UVE  STOCK  FROM  U.S. A. 


45 


or  e^qxwure  thereto  shall  have  been  issued  by  the  Department  of  Agricid- 
ture  The  requirement  of  a  certificate  for  shipments  of  such  animals  to  Cubat 
the'West  Iiidles,  liodoo.  Central  Ao«ecica.  and  the  countries  of  Soutti  Ameiioa. 
esoqiting  Aii^ntiiui  and  Unigaay,  is  hen^  waived. 

PIACBS  OP  DfSPKCTIOM. 

The  inspection  provided  for  in  this  regulation  will  be  made  at  any  of  the 

i(^wing-named  stock  yards  :  Chicago,  111.  ;  Kansas  City,  Mo.  ;  Omaha. 
Nebr.  ;  South  St.  Joseph,  Mo.  ;  National  Stock  Yards.  HI. ;  Indianapolis, 
Ind. ;  Buffalo,  N.  Y.,  and  Pittsburg,  Pa.,  and  at  the  following  ports  of  export : 
Fbrtland,  Me.  ;  Boston,  Mass.  ;  New  York,  N.  Y.  ;  Philadelphia,  Pa.  ;  Balti- 
more, Md.  ;  Norfolk  and  Newport  News,  Va. ;  Port  Royal,  S.  C. ;  New  Orleans, 
La.,  and  Gadve^ton,  Tex.  All  animals  will  be  inspected  at  ports  of  export, 
Kgaidless  of  the  fiict  that  Ihey  may  of  may  not  have  been  m^iected  at  Hie 
above-named  stock  yaids. 

HORSES. 

Regulation  a. — Moraes  shall  be  entitled  to  the  inspection  provided  lor  in 
these  regulations,  and  certificates*  shall  be  issued  whenever  required  by  the 
country  to  which  the  horses  are  to  be  exported,  but  horses  may  be  shipped 
without  in^>ection  and  certification,  at  shipper's  risk,  to  countries  which  do 
not  demand  such  iaapectioii  and  certification  as  a  proroqoistta  to  admissinii. 

DEFINITION  OP  TERM§. 

Regulation  3. — ^Whenever  in  these  regulations  the  following  words,  names, 
or  terms  are  used,  they  shall  be  construed  as  follows : 

Inspector  of  Port,  Inspector,  Assistant,  Employee. — ^These  terms  shall  mean, 
respectively,  the  inspector  in  charge  of  the  Bureau  of  Animal  Industry  sta- 
tioned at  tiie  port  from  which  ttke  aninuds  are  to  be  exported,  and  mspectors, 
assistants,  and  employees  of  the  Burealu  of  Animal  Industry. 

Lumber. — ^This  word,  ualiss  Otherwise  stated,  shall  mean  hard  pine,  qnnce, 
oak,  or  other  hardwood. 

Animals.— This  word  refers  to  cattle,  sheep,  swine,  and  goats*  also  lioiBe^, 
unless  it  is  inapplicable  to  them  under  Regulation  2. 

Horses. — ^This  word  shall  include  mules  and  asses. 

INSPECTION  AND  SHIPMENT. 

Regulation  4. — Only  animals  found  to  be  he?ilthy  and  free  from  disease 
and  shown  not  to  have  bfien  exposed  to  the  contagion  of  any  disease  shall  be 
allowed  shipment,  and  all  animals  inspected  and  passed  shaU  be  loaded  into 
dean  and  disinfected  cars. 

All  animals  shall  be  inspected  or  reinspected  at  the  port  of  export.  Rail- 
road companies  will  be  required  to  furnish  clean  and  disinfected  cars  for  the 
transportatkm  of  animals  lor  ezpprt,  and  the  proprietors  off  the  varlM  stodc 
yards  and  stables  located  at  the  ports  of  export  sl\^ll  keep  separate,  clean, 
and  diiMufc^rtrd  stock  yards  and*  pens  or  stables  for  the  use  of  ej^rt  animate. 

iDBitnvicaTioii  <Sr  amiiMS  $am-  iionncanoN  or  sbxpiomt. 

Regulation  5. — Shippers  shall  notify  the  Inspector  in  charge  of  the  yards 
of  intended  shipments  of  animals  and  the  number  and  designation  of  cars 
in  which  they  are  to  be  shipped,  and  shall  inform  said  Inspector  of  the  locality 
from  whidi  said  a«iwini«  have  been  brought,  and  the  name  of  tiie  feeder  of 
said  animals,  and  shall  furnish  such  other  information  as  may  be  practicable 
for  the  proper  identification  of  the  place  from  which  said  animals  have  come. 

R^;uUition  6. — The  Inspecttn'  amr  passing  said  antmahi  AaB  notify  Use 
Inspector  in  charge  of  the  port  of  export,  and  Inspectors  located  at  intermediate 
cities  when  the  aaiBmto        be  unloaded  lor  feeding  and  wat«M.  of  the 


46  UVE  STOCK  FIKm  U.S^ 


of  mA  animals,  fhe  number  and  kind  of  anioMli 
&oA  dutpntiom  of  tk»  cut  Hmn. 


mm  wmam  tabm  to  i 

Bqgaialion  7. — ^Export  animals  shall  not  be  nnnaoessaiiiy  passed  over  any 
||||iiiiay  or  removed  to  cars  or  boats  which  are  used  for  conveying  other 
Mimala.  Boats  transporting  said  animals"  to  the  ocean  steamer  must  first 
be  clwmsed  aad  dlsiiiifacted  wiUi  ttaeinuh  under  Hm  snpervisioii  of  the 
Inspector  of  the  port,  and  the  ocean  steamer  shaU.  before  receiving  said  animaia 
be  thoroughly  cleansed  or  disinfected  in  accordance  with  the  directions  of 
aaid  Innector.  When  passage  upon  or  across  the  public  highway  is  unavoad- 
•btoin  m  tnniportBtlim  of  umals  from  the  ci^ 
sscIE'  'Caffs^0iift  'Si^evvieion  and  ipsetrtction  aa  tbe  Xnapec^off  may  d^vect* 


Bipdation  8.— Any  animals  that  are  offered  for  shipment  to  a  foreign 
mvmhy  whidi  have  not  been  inspected  and  transported  in  accordance  wi^ 
UbSM  fegnlations,  or  which,  having  been  inspected,  are  adjudged  to  be  infected 
or  to  ham  been  exposed  to  inlBClioa  an  aa  to  ba  daagsrooa  to  oIlMr  aainak 
or  to  oe  otherwiee  hbbs  wot  'SnaDBasBta  inall  noc  ba  aflowd  nooA  sffltv  vessfls  wott 


9.— Hie  ■iiperfiiion  of  the  movement  of  aaiaals  from  cats, 
yaxds,  and  slabkatotheoceaiialiaaiiratthepQCtof  «qp»itiillbeinclia^ 
<»f  the  InflpecAor  of  ^  port. 

aHo  UHpeosuK  a*  Mie  imiu*  ok  aasoss  sdbu  nocEnr  ubb  'OyHiecsoB  oz  mI0 
or  Ui  ^dapvty,  ol^  HM'imioiia  MpOMaiiofanimali'  ttatm'eOlilied  to^  deaiMca 


Bignlation  10. — The  exporters  of  animals  or  the  owner,  afMt»  or  master 
of  aiTf  vessel  desiring  to  tnuia|>ort  animals  from  any  port  of  the  United  States 
to  a  mreign  country  shall  notify  the  Inspector  in  chaige  of  the  port  from  which 
Mid  vesaei  is  to  dear  of  sacb  fntanded  shipment  at  kast  two  days  in  advance 
Hisnoi  aad  if  fkt  regulations  prescribed  liava  been  ooo^Ued  niOi  a  cisanace 

HHHHHHa  'Bi^^P  ^piiaB^aiaaR^Ha'a^^^^af  a#jy  wsi^wwaa  AMa^^a^^^4#sA#M  v 


SPACE  OH  ¥1 


XI. — Export  animals  must  not  be  caffied  on  any  part  of  the 
wliere  tiiey  wiu  interfere  with  the  proper  management  of  the  vessel, 
or  with  efficient  woildng  of  the  neceasarv  lifeboats,  or  with  the  reouisite 
fli  flit         and  may  lW'fiai"'f|[Hl  anitr  aa  hewinaftBr  roecmeii. 


CATTLX. 

Regolalion  12.— Cattle  most  have  6  feet  vertical  space  on  all  decks,  free 
of  al  obilraelioas ;  cattle  may,  iMMPever,  be  placed  on  liiMi  iooia  over  pipes 
and  other  similar  obstructions  where  the  vertical  space  is  5  feet  6  inches. 
Cattle  carried  on  the  upper  or  other  exposed  decks  must  be  allowed  a  space 
Oi  a  feet  6  inches  in  width  by  8  feet  in  depth  per  head.  Cattle  loaded  under 
dadB  nmst  ba  aHonped  a  mca  of  2  feet  8  inches  in  width  by  8  feet  in  deptii, 
mmi^t  in  the  case  of  reguuur  cattle  ships  with  satisfactory  vaolilatlDil.  imidi 
wtm  it  with  an  allowance  of  2  feet  6  inches  in  width. 
.  lib  more  tiiaa  loor  liaad  of  cattle  will  be  allowed  in  each  pen,  except  at 
tike  «Bd8  of  a  row.  nhere  five  may  be  allowed  together.  Cattle  in  single  stalls 
Ml  iia«]|oiiidsiHlliiiiMtiL  Cattia  atMdiin  betwim  atmcMoi^  ao—d- 


LIVE  STOCK  FROM  U.S.A. 


47 


injr  tubes,  ventilators,  and  other  obstructions,  though  hi  continuous  pens. 
mSst  be  aUowed  3  feet  in  width.  Vessels  will  be  aUowed  to  carry  three  deck 
loeds  of  cattle,  but  where  it  is  deeired  to  carry  cattle  on  the  tower  or  steerage 
gBM  deck  must  in  all  cases  be  fitted  at  2  feet  8  inches  and  no  animals 
allowed  upon  hatches.  Special  permission  for  carrying  cattle  on  the  steoage 
deck  must  be  obtained  from  the  Inspector,  and  will  be  granted  in  cases  where 
aaid  dech  is  pcovided  with  sufficient  veataiatioii  aa  hitaiaaller  pmcciMd. 

8BBSP  AMD  GOATS. 

BMolation  i3.--The  space  for  eadi  dieap  or  goat  sbaU  be  4  ieet  tong  by  14 
jnfS  wide,  and  lor  laiBta  or  goata  nadcr  100  poonds  in 

to  13  inches.  . 

Slwep  pens  daall  not  exceed  20  feet  by  8  feet,  where  two  tiers  are  caxnedu 
eadeaa  tier  duJl  have  a  dear  vertical  space  of  not  less  than  3  feet.  During 
the  summer  season  sheep  shall  not  be  loaded  in  tiers  under  decks,  but  during 
the  winter  season  two  tiers  may  be  placed  in  each  wing  and  oii^oo»  tiexwaiid* 
ships.  One  single  deck  of  sheep  may  be  carried  upon  tte  flMter  dadii  for 
earae  when  sai^f  decks  are  permanently  built  and  are  composed  of  tongued- 
and-giooved  boards,  provided  such  sheep  fittings  do  not  conflict  with  regular 
tion  12.  Sben>  pens  on  shelter  deck  shall  not  exceed  1 2  feet  in  width  and  must 
be  sonnUad  iM  altertriiip  partitkms  mcy  14  feet.  SmOi  fittings  riwll 
be  eemd  to  Ite  Mlir  dei4  in  tin  maaaer  pn^ 

SWIMS. 

Regulation  14. — The  s]paoe  for  swine  not  exceeding  150  pounds  in  wdght 
shallbe  the  same  as  that  specified  for  full-grown  sheep  and  goats,  and  ^for 
those  under  100  pounds  in  weight  the  same  as  for  lambs  and  m  goati  oi  MB 
tiian  100  pooBda  in  weight.  Additional  space  shall  be  raqnifed  by  the  la- 
ipacter  far  mwwilly  laige  hogp. 

BOR8BS. 

UMiiiBlton  15. — All  horses  must  have  6  feet  3  inches  clear  vertical  i^Mkce 
fromoeams  of  deck  overhead  to  deck  underfoot,  and.  so  far  as  possible,  shall 
be  placed  between  the  overhead  athwartship  beams.  Eadi  horse  most  be 
alkmed  a  space  of  a  foot  6  inches  in  widHi  by  8  foot  in  depl^  aad  addlliMal 
space  shall  be  required  by  the  Inspector  for  very  large  horses. 

Separate  stalls  must  be  erected  for  all  horses.  When  horses  are  placed 
directly  under  athwartship  beams,  the  beams  must  be  gnaided  by  4-incli 
sti^  of  wood.  A  apace  8  by  10  feet  S9nare  must  be  reserved  on  each 
steamer  carrying  22  or  more  horses  for  use  m  caring  for  horses  becoming  sick 
in  transit.  When  placed  in  the  same  coo^kartment  with  cattle,  horses  must 
be  separated  by  fore-and-aft  aUey-um  aad  temporaxy  athwartsh^  boOc- 
h«Mi%  Ilia  ]eni&  of  iriiif^h  riiall  not  be 

UFF£IUDBCK  FITTINGS. 

BegnMtiott  16.— No  animals  shall  be  allowed  qn  the  poop  deck  or  wiOin 

20  feet  of  the  breakwater  on  the  spar  deck,  between  the  ist  of  October  and  the 
xst  of  April,  except  on  ships  jprovided  with  houses  constructed  of  iron  in  each 
wing  and  of  sufficient  width  and  heig^it  to  protect  the  fittfaigs,  wliea  tiie 
fittings  may  be  oonstructed  to  abut  such  houses.  Horses  shall  not  be  allowed 
upon  the  bridge  deck,  except  when  this  deck  is  watertight  and  completrfy 
covered  in  and  fitted  for  horses.  Horses  shall  not  be  allowed  upon  the  s^r 
deck  when  temporary  fitthigs  are  used.  No  cattie  or  horses  shall  be  earned 
upon  the  upper  decks  where  the  outside  rails  are  not  of  sufficient  strength 
to  hold  fittings  securely  and  measure  less  than  3  feet  in  height  from  the  deck. 
When  animals  are  carried  upon  the  upper  decks.  Strong  tareakwatem  siiall  be 
erected  at  eadi  end  and  on  both  sides.  Permanent  fittings  may  be  coiKti  octed 
either  of  iron  or  wood,  as  hereinafter  specified. 


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Blfiilatioti  17. — ^All  stoftniflfB  engaged  in  carrying  animate  for  export  will 
h&  98qiiiied  to  provide  aile3r-m.fl  m  provided  by  this  regulation.  Alley-ways 
In  front  of  and  between  pens  need  lor  fnedlng  and  mrtering  cattle  most  hmve 
a  width  of  3  feet,  except  at  end  of  alley- ways  in  bow  and  stem  of  ship,  and 
wtiem^^mctions  leas  than  3  feet  in  length  occur  the  width  may  be  reduced 
In  n  IH  of  x8  mtihes.    Alley-ways  in  front  of  and  between  pens  used 

ior  Iseding  and  watering  hotaee  must  have  a  minimum  width  of  3  feet.  Two 
nv  inore  atiiwartship  alley-ways  at  least  18  inches  wide  must  be  left  on  each 
•lit  of  Ujpper  decks,  so  that  the  scuppers  can  be  readily  reached  and  kept 
eiear  of  nBitttetione.  War  iheep  and  goats  atiiwartdiip  alley-ways  not'lees 
than  18  inches  wide  in  the  dear  shall  be  left  between  pens  and  fore-and-aft 
alley-ways  3  feet  wide  in  front  of  each  pen,  except  that  at  obstructions  and  at 
ends  of  alley-ways,  as  provided  lor  cattle,  there  may  be  a  minimum  width  of 
18  Inches.  Suilelent  mem  most  be  left  at  the  sides  of  hatches  to  permit 
tt0  feed  te  tiie.       to  09  leadily  removed  nitd.  handled. 

WOODBM  STAHCHI01I8  AMB  Rtmp  BO^kKDS. 

Regnlntion  18. — Standuons  at  least  4  mches  higher  than  tiie  feqniied 
Victlcal  apace  lor  cattle  and  horses-most  be  of  4  by  6  inch  dear  hard  pine  or 
good  sound  wpnot,  set  6  feet  from  centres  against  the  ship's  rail,  and  inside 
stanchions  in  their  proper  place  must  be  directly  in  line  with  outboard 
stanchions  and  set  np  so  lhat  fhe  6-inch  way  of  the  stanchions  shall  set  fore 
and  aft.  A  proper  tenon,  not  less  than  4  inches  in  length,  shall  be  cut  on  the 
head  <0f  tiie  same  to  receive  the  athwartship  beam.  A  piece  2  by  3  inches, 
or  a-inch  {dank,  shall  be  fastened  to  tiie  ootaule  of  the  stanchion  and  run  np  to 
nndameath  Ihe  rail  to  diock  down  the  stanchion  and  prevent  lifting  when  the 
beam  is  qinmg  to  the  crown  of  the  deck.  Open-rail  ships  shall  be  blocked 
ont  on  backs  of  stanchions  fair  with  the  outside  of  rails  to  receive  the  outside 
planldng.  Where  upper-deck  fittings  are  not  permanent,  the  heels  of  ontside 
ilMlchions  shall  be  secured  by  a  bracing  of  2  by  3  inch  lumber  from  the  back 
ill  each  stanchion  to  sheer  streak  of  watervray,  the  heete  of  inside  stanchions 
being  properly  braced  torn  and  to  each  other.  Bulwark  stanchions  must 
ftlBo  D0  ccxtx&t  IsnROBd  liv  isyUbOii^f^  flftMSNPCMi  ipuiiiiimiy  dis^jj^oflOiftiU^r  ftixynt  ^i^p  oiE  iQmbc 
stanchions  to  the  deck. 

Romp  boards  mnsi  be  provided  on  all  decks,  and  when  covering  bitts, 
l|||ing,  or  other  obetmdions  locsfeed  at  a  distance  team  ship  s  side,  must  haire 
fflings  built  8  feet  from  said  obstruction,  with  a  solid  partition  built  bdbind 
plt  cattle,  not  less  than  5  feet  high  from  deck,  to  prevent  injury  to  the  animals  ; 
jflii  when  necessary  to  extend  fittings  opposite  bitts,  etc.,  two  or  more  cattle^ 

9or  hoKaes,  wooden  stanchions  as  aboirai"  described  most  be  i^ifiMl  nt  proper 
idistanosa  Cw^m  ttadi  hocse* 

mOH  STAMCBIOIIS* 

Kegulatka  19,-^1x0^  etilldliDna  may  be  used  in  place  of  wooden  stanchions- 
aad  shall  not  be  less  tiian  2  indies  in  diameter,  set  in  iron  sockets  above  and 
below,  and  fastened  with  |-inch  bolts*   For  horses  the  same  number  of  iron 

HOOK  BOLTS  OR  CLAMPS. 

Regnialion  90.— Hook  bolts  or  clamps  must  be  made  of  |-inch  wrought 
iron,  with  hook  on  ontboaid  end  and  thread  and  nnt  on  inboard  end  to  pass 
over  and  under  sail  and  through  ontboard  stanchion  and  set  up  on  the  inside 
of  same  with  a  nut.  These  bolts  may  be  double  or  single.  If  double,  no  thread 
or  nut  is  necessary,  but  the  stanchion  will  lie  shipped  through  it,  thus  double- 


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49 


hooking  the  rails.  Thte  will  be  foun<?  very  useful  where  funnete  or  other  deck 
fittings  come  in  the  way  of  beams  passing  from  side  to  side  of  ship. 

BEAMS. 

Regulatu>n  21. — Beams  must  be  of  good  sound  spruce  or  hard  pine  lumber, 
4  by  6  inches,  to  run  dear  across  the  ship's  beam  where  practicable  Should 
any  house  or  de^k  fittings  be  in  ^  way.  the  beams  should  butt  up  closely 
to  the  same.  These  beams  shall  have  a  2  by  4  inch  mortise  to  receive  the 
tenon  of  each  and  every  stanchion  and  to  take  the  same  crown  as  deck  of 
ship  by  springing  down  to  shoulder  of  outside  stanchion  and  to  be  properly 
pinned  or  nailed  to  tenon  and  wedged  tightiy  afterwards.  The  mortises 
ibaU  be  cut  not  less  than  6  inches  from  ontside  ends  of  beams. 


Segidation  22.— Diagonal  braces  shaU  be  likened  on  cadi  stanchion  on 
liogi  aides  of  same,  running  up  to  top  side  of  beam  and  properly  seemed  by 
weffl  aalUng  to  both  stanchions  and  beam,  *r  r    j  j 

HEAD  BOJIiili*. 

Regulation  23.— Head  boards  shall  be  not  less  than  2  by  10  or  2  J  by  9  inches, 
good  dear  spruce  or  hard  pine  lumber,  and  secured  at  every  stanchion  by 
f-indi  screw  bolts  passing  through  same  and  set  up  with  nuts.  Vihen  3  by  9 
or  3  by  10  inch  head  boards  are  used,  stanchions  may  be  set  at  distances  not 
earceeding  8  feet.  Where  head  boards  butt  on  the  stanchions,  a  piece  of  iron 
one^narter  of  an  indk  thick  and  3  inches  square  shall  be  placed  over  the 
boards  Hke  a  butt  strap.  These  head  boards  shall  have  i|-mdi  holes  bored 
trough  them  at  proper  distances  for  tying  the  animals  ;  provided,  however, 
*™*on  all  ogen  decks  stanchk>ns  must  not  be  placed  more  than  6  feet  from 
oentre  to  centre. 


HXAD  PIPES. 

RegnlatioB  34.— In  place  of  wooden  head  boards,  two  wrought-iron  pipes 
not  less  than  2  mches  m  diameter  may  be  used,  placed  8  indies  apart.  Socfa 
hndpmes  must  be  made  continuous  by  having  a  wrought-iron  threaded  collar 
securely  fastened  on  the  end  of  each  length  of  pipe  into  which  the  next  lenirth 
mybehisertedorsecoied.  Botti  head  pipes  must  be  hdd  m  place  by  means 
^having  wroug^t-uon  straps  bolted  to  each  standdon  by  four  |-inch  bolia. 
SfJ^?  ^I!lf;i?         ^  movable  clamps,  holding  a  ring  of 

Mnahtoslae  to  wfakOi  cattle  may  be  tied;  said  clamps  shaU  be  set  at  the  proper 
distance  apart,  in  aoooidaiioe  lifi^  these  regulatkms,  and  fastened  to  Ihe  pipe 
with  screws.  ^  *^ 


VOOT  BOAKOS. 

Regulation  25.— Foot  boards  diall  be  of  wood  and  of  the  same  ««i«i^«i«yTt» 
Mhead  boards,  and  shall  be  propeily  nailed  or  b^ted  to  staadtos. 

DivnKM  Boutoi. 

Regulation  26.— Division  boards  for  cattle  shall  be  2  by  8  inch  sound  roruce 
or  hard  pme,  and  so  arranged  as  to  divide  the  animals  into  lots  of  four,  ocept 
at  w»  ends  of  rows,  thus  making  compartments  for  this  number  all  over  t£e 
"vmm.  IhtiedividiMi  boards  diaQ  be  fitted  perpendicnlarly. 

DIVISION  PIPES. 

niS!?!^?^  27  — In.  place  of  wooden  division  boards,  three  wrought-iron 
a^wart*^,  ••!    im  sociwlB  aboiw  and  bel^ 

Stowafe.  2 


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DIVISION  BOARDS  FOR  HORSES. 

Regulfttion  28. — ^Division  boards  for  horses  shall  not  be  less  than  2  by  9 
inches  bf  8  leet.  and  shall  be  of  lonnd  lumber,  planed,  and  placed  boriioittaUy 

Bi^gvlatioii  29.— Ships  with  iron  decks  shall  be  sheathed  with  i-indi  or 
2-tnch  spruce  or  hard  pine,  but  if  i-inch  lumber  is  used  the  foot  locks  shall  be 
3  by  4  inches  and  laid  so  that  they  will  pn^eciy  secure  the  i-inch  boards,  thus 
pteventiiig  tbam  iR»i  Hiding  and  ftt  wm  mme  time  acting  as  footlockB  by 
siiowiag  a  surface  of  s  iy  4  inches.  It  is  optional  with  the  owners  whether 
tiiey  permit  sheathing  to  be  used  on  their  ships  with  wooden  decks,  or  whether 
tikey  allow  foot  locks  to  be  secured  to  the  deck,  but  it  is  absolutely  necessary 
to  ibeatii  Irhi  deefct  More  putting  down  foot  locks  in  order  to  fasten  same. 
Cement,  diagonally  scored,  |-inch  deep,  may  be  used  on  iron  decks  instead  of 
vood  sheathing,  if  the  foot  locks  be  moulded  in  the  same  and  bolted  to  the 
due.  If  tiie  flooring  is  raised  on  any  of  the  decks,  it  diall  not  be  Um  tban  2 
iMta  Hikk.  wiHi  scantlings  2  by  3  inches,  laid  athwartships  on  the  deck,  not 
mm  18  indMs  apaxt,  wH^  2-inch  plank  lor  flooring  nailed  to  then. 

lOOT  LOCKS. 

Regnlntion  30. — Foot  locks  shall  be  of  good  sound  spruce,  hard  pine,  oak, 
or  other  hard  wood.  si«e  2  by  4  inches,  laid  flat  down  and  fore-and-s^t,  i»laced 
12  incliai^  14  indies.  2  leet  2  inches,  and  14  indies  apart,  the  first  one  distant 
12  indies  from  the  inside  of  foot-board.  Where  temporary  fore-and-aft  locks 
are  used,  they  shall  be  filled  in  athwartships  opposite  each  stanchion,  properly 
■ecured  to  sheathing  or  deck,  and  secured  by  a  batten  of  spruce  or  hard  pine 
3  Igr  3  incheB  Ihldi  to  go  over  all  from  stanchion  to  stanchion.  Pieces  of 
i  bjf  f  inches  must  be  nailed  on  stanchion  over  batten  to  prevent  floor  raising, 
^^cve  permanent  foot  locks,  securely  bolted  to  decks,  are  used,  the  athwart- 
ship  braces  between  foot  locks  bom  stanchion  to  sla&diion  and  batten  may  be 
Untied  ifhen  the  standiion  is  securely  fitted  in  iron  socket  bolted  to  the 
dltik.  When  troughs  are  used,  fore-and-aft  foot  locks  will  be  placed  17,  16, 
22,  and  16  inches  apart.  A  space  of  2  inches  may  be. left  between  the  ends  of 
attmartih^  loot  kcks  and  lore-and-aft  loot  locks  when  the  farmer  are 
secmeiy  boMed  to  th/t  deck.  When  fore-and-aft  foot  locks  are  permanent, 
a  2-indi  space  shall  be  left  between  ends  at  end  of  each  section.  Vessels 
now  fitted  with  3  by  4  inch  foot  locks  will  not  be  required  to  use  2  by  4  inch 
loot  locks  ejGcept  wlien  the  former  are  replaced. 

OtiTSIDB  PLAMKIIIG* 

Regulation  31. — ^AU  outside  planMiig  on  open  and  ciosed  ndl  ships  must  be 

properly  laid  fore  and  aft  of  ship  and  nailed  to  the  backs  of  stanchions  as  close 
as  possible  for  the  cold  season,  and  for  the  warmer  months  the  top-course 
planking  shall  be  left  off  lore  and  aft  of  ship  in  order  to  allow  a  free  circulation 
of  air.  lio^lestthAni|.inchs|^ 

8IIBI.TBn-DBCK  VLAMXING 

Regulation  32. — ^The  planks  to  form  the  Adter  dick,  wfaidi  must  be 
erected  <hi  all  exposed  decks,  shall  be  laid  with  i  J-inch  sound  spruce  or  hard 
pine  lumber,  sufficient  to  cover  cattle.  These  planks  shall  be  laid  as  closely 
as  possible  and  shall  be  wdl  nailed  to  the  beams,  thus  making  a  good  dedc 

CATTLE  FITTINGS  OVER  SPAR  DECK. 
Regulation  33. — ^No  cattle  fittings  Shall  be  erected  over  permanent  niar- 
deck  fittings  forward  and  aft  of  the  midship  section  until  permissioil  hts  been 
obtained  from  the  Chief  of  the  Bureau  of  Animal  Industry. 


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51 


UNDER-DSCK  FITTINGS. 

AULSY-WATS. 

Regulation  34. — Alley-ways  on  under  decks  diall  be  of  the  Sfeune  dimemioiis 
as  the  alley-ways  of  the  upper  decks. 

STANCHIONS. 

R«^;ulation  35. — Stanchions  on  under  decks  shall  be  of  clear  hard  pine  or 
good  sound  spruce,  4  by  6  inches,  set  6  feet  from  centres,  so  that^the  6-inch 
way  of  same  shall  stand  fore  and  aft.  and  jammed  in  tight  between  the  two 
decks,  securely  braced  with  2  by  3  raking  shores  from  stanchion  to  stanchion 
and  sides  of  sdiip.  If  upper  and  lower  decks  are  wood,  then  the  stanchions 
set  up  between  decks  may  be  secured  by  wdl  deating  to  each  deck  at  heads 
'and  heeisi  of  same. 

HSftD'  "KiaSIlS,  SEC* 

Regulation  36.— Head  boards,  loot  boards,  division  boards,  flooring  and  loot 

locks  of  the  under  decks  shall  be  of  the  same  dimensions  and  materials  as 
those  of  nppw  decks  and  shall  be  fastened  and  arranged  in  the  same  mani^. 

TROUGHS. 

Regulation  37. — Suitable  troughs  may  be  built  on  the  foot  boards  about 
1 2  inches  wide^  when  required  for  cattle,  on  either  deck  by  ^stening  foot  boards 
on  outside  of  slaiidiions  and  fitting  up  on  the  inside.  When  it  is  desired  to 
feed  small  grain  or  ground  feed  the  trough  shall  be  raised  above  the  decks  to 
prevent  the  feed  from  becoming  wet.  Removable  troughs  must  be  used  for 
feeding  horses.  Suitable  troughs  for  grain  and  water  must  be  provided  on 
tikree  sides  of  eadi  sheep,  goat,  or  hog  pen. 

PENS  AT  ENDS  OF  HATCHES. 
Regulation  38. — When  pens  run  up  to  the  ends  of  hatches  two  athwart- 
-ihip  planks  must  be  so  placed  as  to  prevent^ttie  from  sottmg  ont  of  sn^ 
pens. 

PROTECTION'  FROM  HEAT  OF  BOILERS. 
R^ulation  39. — 'So  animals  shall  be  loaded  along  the  alleyHRrays  by 
and  boiler  rooms,  unless  the  sides  of  said  engine  and  boilder  lomttsare  covered 
by  a  tight-sheathing,  making  a  3-inch  air  space. 

CASING  FOR  STEERING  GEAR. 

Relation  40. — Suitable  casing  must  be  placed  over  the  diip's  steering 
gear  when  found  necessary. 

SHEEP  AND  GOAT  PENS.. 

SHELTER  DECK. 

Emulation  41. — Only  a  single  tier  of  sheep  and  goats  may  be  carried  on  the 
dMlter  deck.  Stanchions  shall  be  not  less  than  4  by  4  inch  spruce  or  hard 
^e  set  5  feet  on  centres,  with  i^-inch  shoulder  to  be  gained  on  standiions 
to  receive  rafters.  Rafters  shall  be  3  by  6  inch  spruce  or  hard  pine  set  on 
edge  and  bolted  to  stanchions  with  f-inch  bolts.  Planking  shall  be  not  less 
than  x|-indi  tongued-^uid-grooved  spruce  or  hard  pine.  Troughs  must  be 
constructed  of  three  pieces  of  i  by  6  indi  lumber  nailed  together  secordy. 
Hayracks  shall  be  made  of  i  by  2  inch  lumber  and  built  in  pens  fore  and  aft 
and  on  athwartship  partitions.  Battens  shall  be  nailed  on  the  deck  of  the 
iftme  dimensioiis  as  under  deck,  to  act  as  loot  locks.  Battens  on  front  and 
ends  of  pens  shall  be  of  i  by  6  inch  spruce  or  hard  pine  lumber  mw4  soficient 
m  number  to  properly  secure  the  sheep  or  goats  in  the  pens. 


52  LIVE  STOCK  FROM  II.S.A. 


Relation  42. — Sheep  and  goat  pens  on  upper  deck  shall  be  built  with  the 
atine  siie  and  quality  of  lumber  as  cattle  fittings  upon  upper  deck.  Flooring 
Miietiitiefsilisnbeofiiiesaiiwdkiei^  Tvoaglia 

VllDBIt  OBCK. 

R^gukttioii  45.-— When  tlm  pan  lor  sheep  and  goiti  on  under  deck  are  built 
for  two  tiers,  joigli  not  less  than  3  by  4  inch  spruce  or  hard  pine  must  be  used, 
supported  in  oentlli  by  2  by  3  inch  piepes  run  from  deck  to  underside  of 
jdms  secnseiy  mikA  to  tame,  lb*  Adoring  shall  be  not  leee  than  f^di 
tongned-aad-pooved  spruce  or  hand  pine,  and  i  by  2  inch  battens  shall  be 
laid  Ime  and  mfl  on  flooring.  18  inches  apart,  to  act  as  foot  locks.  Stanchiona 
ilMif  be  made  of  a  by  4  inch  aprace  or  hard  pine  lumber.  Troughs  and  hay- 
iBcidi  tball  be  oi'  wt^  nune  difMotintie  »m  provided  in  xegnlation  41. 

Bagnhition  44.— Each,  nnder-decli  ooinpartnient  not  furfudinr  50  lee  in. 
lengfll  ttiMt  have  at  leaet  lour  bell-mouthed  ventilatcn  of  not  lest  than  ift 
inches  in  diameter  and  with  tops  exceeding  7  feet  in  height  above  shelter 
declc,  tno  situated  at  each  end  of  the  compartment.  Compartments  over  50 
'iiet  i<^ig  Biitt.  have  additional'  ventHntocB  of  Hie  tame  dinMnAMia  uif '  effidnit 


Regulation  45.— When  the  fittings  on  the  spar  deck  are  permanent  and 
batdies  overiiead  are  provided,  the*  same  regolations  lor  ventilation  shall 

THmO  DXCK. 

:R4giiiatM}n  46. — ^When  it  is  desired  to  canr^r'MHii  rtpiA  'Hie  'third  dedk,. 
witlen  permission  mnst  be  obtained  from  the  Inspector  of  the  port.  The 
msel  must  be  fitted  as  hereinbefore  specified.  Ughted  with  electric  lights,  and 

iSygnnTtllw  jS^'li^^  1^^^^^^  should  be  trimmed  to  the  wind 

HATCHES^ 

Rignlation  47. — No  cattle,  swine,  sheep,  or  goats  shall  be  loaded  upon 
batdies  on  decks  above  animals  nor  upon  third  deck  hatches  when 
are  carried  upon  soch  deck,  nor  shall  any  merchandise,  freigbt,  or  feed  lor 
asinals  be  loaded  npon  said  hatches,  but  said  hatches  shall  at  all  times  be 
hlpt  dear.  In  loading  animals  upon  upper  decks,  four  of  the  hatches  shall 
be  kept  free  of  animals,  one  forward  and  one  aft,  and  the  intervening  hatchea 
mnst  be  so  fitted  as  to  afioid  an  eqnallntk»  of  ventilation.  Hotses  AaO  not 
baaiowed  upon  any  hatches  under  any  circumstances. 

Ho  cattle  shall  be  loaded  upon  any  hatch  where  the  coamings  exceed  iS 
indies  in  height  in  centre  of  natch.  There  shall  be  not  less  than  5  feet  6> 
indies  vertical  Sfaoa  between  the  beams  ovediead  and  Hie  flooiing  pbioed  on 

Bigalation  48.— An  vessels  designated  as  cattle  ships  must  ptovidtatajl 
•lectzic  Ughts  lor  the  proper  attending  of  all  animals. 

FEED  AND  WATER. 
Regulation  49. — All  vessels  not  provided  with  pipes  for  watering  a«i<iMy» 
shall  carry  casks  or  hogsheads  oi  not  less  than  400  gallons  total  capacity  ior 


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53 


«adi  100  head  of  cattle  and  horses,  and  an  additional  amount  in  equal  propor- 
tion shall  also  be  carried  for  sheep,  and  these.flliail  be  filled  with  fresh  water 
Iwiore  sailing  and  refilled  as  emptied.  AU  water  tanks  lor  nse  of  animals 
must  be  filled  with  good  fresh  water  before  sailing. 

Each  vessel  shall  carry  water  condensers  which  are  in  good  working  order 
and  of  safBdent  capacHy  to  provide  8  gallons  of  fresh  oold  water  each  twenty, 
four  hours  for  each  head  of  cattle,  in  additumto  tiie  amoont  required  by  other 
animals  on  board  and  for  other  purposes.  . 

Regulation  50.— Not  more  than  two  days'  feed  for  the  animals  shall  be 
.lOtowed  to  be  carried  on  the  shelter  deck,  and  no  feed  shall  be  carried  on  the 
shelter  deck  when  same  interferes  with  the  proper  care  of  sheep  ;  neither  shall 
any  feed  be  stored  on  top  or  inside  of  sheep  pens.  When  feed  as  above  pro- 
idded  is  placed  on  the  shelter  deck,  it  must  be  properly  covered  and  ihali  be 
the  first  feed  used .  All  other  feed  shall  be  under  hatches,  and  so  far  as  possible 
be  placed  in  the  holds  contiguous  to  the  animals  on  board. 

il,  J,  1      l/AJM  J.a. 
BMPLOYMBITT  AMD  CHARACTBK. 

Regulation  51.— The  emj^dyment  of  aO  attendants  shall  be  subject  to  the 
approval  of  the  Inspector  of  the  port,  and  men  so  employed  shall  be  reliable 
and  signed  as  a  part  of  the  ship's  crew  ?ind  under  the  control  of  the  captain  of 
the  vessd.  They  shall  be  furnished  with  well-lighted  and  well-ventilated 
nuarters  and  wi^  bedding  and  table  utensils.  Experienced  foremen  shall  be 
in  diarge  of  the  animals,  and  not  less  than  one-half  of  the  attendants  mnSl 
be  experienced  men  who  have  made  previous  trips  with  stock. 

The  shippers  of  export  animals,  or  their  agents,  shall  make  affidavit  con- 
•oeming  the  diaracter  of  the  attendants.  The  attendants  diall  be  assembled 
a  sufficient  time  before  the  sailing  of  the  steamer  for  an  employee  of  this 
Draartment  to  examine  them.  The  examination  shall  be  made  before  the 
signing  of  the  ship's  artkdes  by  the  attendants,  and  any  man  who  falls  to  ooli* 
form  to  the  following  conditions  shaU  be  rejected  :  (i)  The  men  employed 
must  be  able  to  speak  English  sufficiently  to  make  themselves  understood,- 
or  to  understand  orders  given  them  ;  (2)  they  must  know  for  what  purpose 
they  are  employed  and  tiie  duties  that  will  be  required  of  them  ;  (3)  they 
must  be  able-bodied  and  physically  competent  to  perform  the  duties  required  ; 
(4)  each  man  entitled  to  return  passage  shall  be  supplied  with  return  tran^^r. 
tatkm  before  acceptance,  unless  he  inrorms  the  Inspector  that  he  does  not  wirii 
to  return.  The  Department  has  no  control  over  the  return  of  cattlemen. 
Inspectors  in  diaxge  of  the  ports  are  directed  to  carefully  enforce  the  above 
regulations. 

When  attendants  are  found  to  be  Incompetent*  intempemte,  or  oHierwise 

unfit  to  properly  care  for  the  animals,  the  captain  of  the  vessd  is  requested 
to  report  the  fact  to  the  Inspector  of  the  port. 

• 

Regulation  52. — There  diall  be  one  attendant  for  eadi  35  head  of  cattie, 
not  including  foremen,  upon  steamers  having  water  pipes  extending  the  entire 
length  of  both  sides  of  compartments  ;  and  upon  steamers  not  so  fitted  there 
shau  be  one  attendant  for  each  25  head  of  eataediipped.  Provided,  however, 
that  when  all  the  attendants  are  experienced  and  capable  men.  there  shall 
be  one  attendant  for  each  50  head  of  cattle  upon  steamers  having  water  pipes 
— '♦■lid'iig  the  entire  length  of  both  sides  of  compartments,  and  not  less  thisn 
1  fcel  in  width  of  alley-ways.  if  a  comp^ent  watchman  for  night  duty  for  each 
■Kpper  is  furnished  in  addition  ;  and  upon  steamers  not  so  fitted  there  shall 
ba  one  experienced  attendant  to  each  35  head  of  cattle  shipped,  together 
wiUi  watchmen  as  provided  above. 


.UVE  ■STOCK  .FROM  U,S.A. 


SHESP  AMD  GOAT  ATTSNDAMTS. 

a,^n^^ ^.."iS  .^1-^^ f ^  head  of  sheep  and  goatir 

HORSB  AtnUDANTS. 

fbr  liolM  Hm  Ml  iM  out  atfeaidaiit  to  each  22  head. 

AUDinOMAL  HELP. 

ibaB  alio  be  additKmal  help  fmoiaiied  by  «he  captain  of  the  vessel 
vim  «Bl«  has  to  be  pimqped  by  hand. 

REST,  loading;  mSFECnON.  CERTIFICATBS.  ETC. 
iBST  mmmm  MMmkmxAtim, 

Bsgilatioii  53.— No  vtmA  than  be  pennltted  to  take  on  boaid  any  cattle, 
■beep  swme.  or  goats  unless  the  same  haire  been  allowed  at  least  five  hqun' 
!2Sfiif?.SJ?*5Jf*  embarkation  before  the  veiMd  saila.  nor 

nnta^ieloadiaf  of  tlie  other  cargo  has  been  completed. 

The  phrase  "  actaal  rest."  as  appUsd  to  live-  stoiA  la  transit  for  export, 
must  not  be  interpreted  to  include  any  of  the  time  occupied  in  unloading 
anmals  from  the  cars  orin  their  inspection,  handling  and  roping,  or  in  loading 
them  on  the  can  again  for  timnsporlatkm  to  steam^.  * 

All  animals  must  remain  a  sufficient  length  of  time  in  stables  or  yards  doiinK 
da^hght  at  the  port  of  embarkatkm  befon  the  vessel  sails,  for  the  porpose 
otmspectaon.  *^ 

No  vessel  shall  be  pennitted  to  take  on  boiid  any  hones  tvfaich  have  been 
uiipped  over  500  miles  unless  the  same  have  been  allowed  at  least  d^teen 
y*"^  actml  rest  in  the  stable  or  stables  designated  by  the  Inspector  for  export 
mmwm  at  m»  port  of  embarkation  before  the  vessel  sails.  Horses  shiroed 
tess  than  500  miles  shaU  icaialn  in  such  stables  or  yaids  as  the  Inspector  may 
oesignate  not  less  than  six  hours  for  the  purpose  of  inspection  and  rest 

SlT^l^ilfSiiS^^*^  steamers  until  the  loading  of  the  other  cargo 
nns  oeen  conipieted. 

LOADING.  RTC* 

_  l^gliilfon  54.— The  Inspector,  or  one  of  his  assistants,  shall  supervise 
the  loading  of  the  animals  and  see  that  they  are  properly  stowed,  and,  as  far 
as  practicable,  tied  ;  that  a  sufficient  amount  of  good,  wholesome  feed  it 
properly  stowed  ;  and  that  all  the  requirements  of  these  regulations  havo 
been  complied  with.  In  case  the  regnlations  have  not  been  complied  with, 
he  shall  immediately  notify  the  Chief  of  the  Bureau  of  Animal  Indnst^ 
Ita  hot  w^thCTthe  tyiM  of  the  cattle  may,  m  the  discretion  of  the  Inspectm*. 
be  m  part  omitted  nntf  alter  the  steamer  has  cleared  and  is  in  motion/ 

CERTIFICATES  OF  INSPECTION. 

l^ijlation55.--The  Inspector  at  the  port  of  shipment  shall  issue  certifi- 
cates ofinspection  for  cattie.  sheep,  swine,  and  goats,  which  are  to  be  exported 
to  any  foreign  country,  unless  the  Secretary  of  Agricaltnre  shall  have  iradved 
^ereqairem^t  for  such  certificate  of  inspection  for  export  to  the  particular 
mmuf  to  which  such  animals  are  to  be  shipped.  Each  certificate  shall  cite 
lOieiwme  of  ttie  shipper,  the  name  of  tiie  consignee,  and  the  destination.  The 
certificates  shall  be  issued  in  serial  numbers  ;  only  one  certificate  shall  be 
imoed  for  each  consignment,  unless  otherwise  directed  by  the  Chief  of  the 
mrntm  oi  Animal  Industry.  The  certificates  shall  be  deUvered  to  the  chief 
oncer  otfhe  veasd  upon  which  said  con)Bignment  of  Kve  stock  is  to  be  tians- 
loading  and  stowing  is  completed,  and  continue  with  theihip- 
■ent  to  destination,  where  it  may  be  delivered  to  the  consignee. 


C£M£NT. 


55 


DSiSCTIVS  nTllNGS. 

Regulation  56.— The  Inspector  may.  in  case  he  finds  that  any  of  the  fitliBj|S 
are  worn,  decayed,  defective  in  ocmstmction.  or  appear  to  be  unsound,  reqviie 
the  same  to  be  fsplaoed  before  he  antfamises  the  cl»iance  of  the  vessd. 

CXXAMSIMG  OF  PALSX  DSCKS  AMD  TBHKMARY  TMOPGHS. 

Kegnlation  57. — ^Fabe  decks  upon  which  cattle  are  loaded  and  tempomy 
feed  txonghs  must  be  removed  and  the  manure  and  dirt  deaned  from  imdcr- 
neath  before  receiving  another  load  [of  cattle. 

HSAD-ROPBS.  BTC. 

Regulation  58. — Cattle  shall  be  tied  with  f-inch  rope,  whidi  dmD  not  be 

nsed  more  than  once,  and  must  be  either  manila  or  sisal. 

All  head-ropes,  halters,  blankets,  stable  utensils,  feed  bags,  and  feed  troughs, 
if  returned  to  this  country,  must  be  disinfected  under  me  snperviaioii  of  the 
Inspector  of  the  port,  unless  an  affidavit  is  furnished  by  the  captain  of  the 
vessel  that  the  same  have  been  disinfected,  describing  the  manner  of  disin- 
fection, or  unless  such  affidavit  is  furnished  by  the  proper  official  at  the  port 
where  the  animals  are  unloaded. 

INJURED  ANIMALS. 

Regulation  59. — Animals  sufiering  from  broken  limbs  or  other  serious 
injuries  during  the  voyage  shall  be  slaughtered  by  direction^of  the  captain  of 
the  veasd. 


CAVIARE.—  An  aitide  of  food  prepared  principally  in  Ruasia, 
from  the  salted' xoes  of  certain  large  fish  such  as  the  sturgeon,  etc 

Packed  in  kegs,  20  cwt.  stow  in  50  feet. 

GELBRY  SEED.— Shipped  only  in  small  quantities.  20  cwt.,  in 
hogs,  stow  in  76  feet. 

CEMENT.— There  are  many  kinds  of  cement  of  varjk>ii8  composi- 
tions, but  all  may  be  smnmed  up  under  three  heads Cfydianiic 
and  Stony.  Asphaltic  or  Bitummous.  Resinoiis  and  Oily,  the  fiist> 
named  being  that  usually  known  to  commerce.  Wh^  working 
cement  all  artides  round  about  the  plaqe  should  be  covered  1^  or 
removed,  if  liable  to  damage  by  the  dust,  whieb  is  unavmdabie. 

Steamers  loading  it  as  beJlast  do  not  usually  place  dunnage  below, 
but  vesBds  should  not  nei^ect  this  precaution,  otherwise  they  mi^t 
be  held  respon^Ue  for  any  damage  that  may  take  place. 

Casks  of  cement  weigh  360  lbs. -each,  and  measure  6  feet  6  niches 
each. 

Ordinary,  one  ton  of  20  cwt.,  in  casks,  stows  in  46  feet. 
Portland,  20  cwt.,  in  casks,  35  to  37  feet. 
The  casks  should  be  stowed  so  that  the  cross  pieces  on  the  heads 
M  ap  and  down. 
CMALK.-'Generaly  shipped  in  barrds,  20  cwt.  stow  in  38  feet. 


5^ 


CII££S£. 


GHANK. — A  shell,  considered  valuable.  When  dean,  dfy,  and 
fiee  from  smell  can  be  stowed  below. 
20  cwt.  Stow  in  about  120  feet 

CHARCOAL,  CARBON.-~Ivory,  bone  black,  animali  and  wood 
charcoal  is  not  piopeily  made  under  a  tenqieiature  of  500*  Wi]low« 
Beech.  Oak,  Maple,  and  Chestnut  famish  the  best  descriptions  oi 

Coal  Charcoal  kept  dry  for  a  day  after  being  made,  out  of  contact 
with  the  air,  then  ground  down  to  powder andejq;M6ed,  will  i^te  by 
qpontaneous  combustion. 

Small  vessels  loading  any  quantity  of  this  article  should  guard 
against  the  increase  of  wei^t.  It  is  said  to  absorb  20  per  cent,  of 
mislQre  on  the  voyage. 

Charcoal  dust  will  damage  other  goods. 

It  is  estimated  that  100  tons  of  ordinary  charcoal  will  occupy  the 
same  space  as  200  tons  of  coke. 

CHARTER  PARTY.— There  are  no  iied  forms  for  such  docu- 
ments, each  trade  having  found  it  necessary  to  insert  clauses  to 
protect  its  own  interests.  Masters  should  never  sign  one  without 
first  consulting  their  owners,  after  which  they  should  read  over 
every  word,  and  obliterate  any  objectionable  clause.  It  is  not 
possible  to  give  any  clear  idea  here  of  such  intricate  agreements. 

(Sf»   Oliver's  Shipping  Law  Manual,  1896.") 

CHEESE. — In  stowing  cheese  do  not  allow  any  rough  handling. 
If  possible  avoid  moving  them  about  after  once  being  stowed  in 
their  place.  Loose  cheese  should  never  be  used  for  blocking  off 
other  goods  of  a  heavy  nature.  If  a  large  quantity  be  stowed  to- 
gether, cheese  boards  should  be  used  to  keep  undue  pressure  off 
those  in  the  wings  and  underneath.  When  at  sea  and  the  ship  roll- 
ing heavily,  the  under  cheeses,  if  not  in  cases,  are  often  found  to  be 
much  damaged  and  crushed.  This  can  generally  be  avoided  by  care 
in  the  stowing,  and  by  supporting  each  height  as  above,  with  boards. 

Cheese  win  damage  if  carried  near  tar,  tarpaulins,  turpentine,  etc. 

Bulch  cheese  is  Uaiie  to  damage  if  stowed  more  than  two  deep. 

Cheddar  cheeses  are  packed  in  boxes  which  contain  6  cheeses  of 
abont  la  lbs.  each. 

American  boaM  weigh  inim  491^^  to8olbs..andnieasniei  ft.  xin. 
10  tH.  t  ins.  Ilie  following  measuiementsweie  taken  alongside  the 
ilBinitr  in  Hew  York 

Cheese  box  wdi^g  j8  lbs.  z6  by  16  by  gahootx  ft.  4  ins. 

67  lbs.  16  by  15  by  12  „  1  ft.  8  urn. 

7$Ibs.  18  by  17  by  11  „  i  ft.iiiiis. 

80  lbs.   17  1^  17  by  13  „   2fL  t  ins. 
20  cwt  of  cheese  shooM  slow  in  ahoni  70  loet. 


CHLORIDE  OF  LIME. 


57 


CHICORY. — Chicory  may  be  divided  into  four  kinds,  viz.,  crude, 
dried,  roasted,  and  ground. 

Dried  Chicory  is  sometimes  shipped  in  bulk  in  small  vessels. 
Chicory  will  become  mouldy  in  a  damp  place.  Dried  Chicory  is  not 
liable  to  damage  other  goods  if  carefully  stowed. 

Roasted  and  ground  chicory  are  generaUy  packed  in  cases  (contain- 
ing tins  of  56  lbs.  each)  and  weigh  from  i  to  2  cwt.  each;  casks  7  cwt. 
each ;  sacks  i  cwt.  each. 

20  cwt.  of  chicory,  in  sacks,  stow  in  about  60  feet. 

CHILLIES. — In  bags  or  robins. 

(keen  chillies  in  baskets  require  lots  of  ventilatian,  and  may 
generaUy  be  treated  much  the  same  as  gieen  fruit. 
20  cwt.,  in  baskets,  stow  in  150  feet. 

CHINA  CLAY^hipped  m  bulk  and  m  casks. 
In  bulk  40  cubic  feet  to  a  ton.  Casks  stow  in  55  to  60  cubic  feet 
to  a  ton. 

CHINA  OIL. — In  cases  of  4  tins,  12  cases  to  a  ton.  One  case 
contains  10  gallons  and  is  valued  at  about  $9.  {See  Oil.) 

CHIMA  ROOT.— A  kmd  of  Sarsapaiilla,  packedin  bags  or  casks. 
20  cwt.  stow  in  95  feet. 

China  Root  from  Canton,  shipped  in  baskets  (to  &idia)  vduch 
aeasure  5  to  8  feet.  Nett  weight  i  to  i|  picul.  Value  per  picul 
♦7  to  $12. 

CHINA  WARE. — Packed  in  crate?,  barrels,  and  cases ;  no  fixed 
weight.  Often  shipped  in  rolls  (packed  in  straw)  about  2  feet  per 
roll.  Careful  special  stowage  required  to  avoid  extensive  breakage 
when  shipped  in  this  way. 

CH IRETTA . — A  plant  used  for  medicinal  purposes.  It  is  packed 
variously  in  bales  and  bundles.  20  cwt.  stow  in  95  feet. 

CHLORIDB  OF  LIME.--Chlorinated  lime,  a  oonqx>andof  lime 
snd  chbrine.  Made  by  passing  dibrine  gas  over  ddoed  lime.  It 
is  a  dull  white  powder  with  a  feeble  odour  of  eUorine ;  partial)^ 
soluble  in  water.  Bleaches  and  disinfects,  and  is  one  of  the  most 
powerful  dismlectants,  deodkviiseis,  and  deootociseis known. 
nmch  used  to  purify  cabms.  wash  infected  doQies,  insh  closets  and 
drams,  and  disinfect  the  stoob  of  fever  and  chcdeia  patients,  etc. 

Chbride  of  Lime  is  usually  packed  in  lead4ined  cases.  It  shoidd 
never  be  stowed  among  dry  gDods.   {See  Bleaching  Powder.) 

One  ton  of  20  cwt.  in  casks  stows  in  about  80  feet. 


58 


CHOCOLATB— CIDER.. 


CTOCOLATE^The  seeds  or  nuts  of  the  Cacao  tree.  Manu- 
factured and  packed  in  casks,  tins,  etc.»  which  are  stowed  in  cases  or 
casks  lor  shipment. 

The  Admiralty  rate  in  Great  Britain  is  16  half-hogsheads,  or  a6 
small  casks,  to  a  ton.  The  half -hogshead  is  about  108  lbs.,  and  the 
small  cask  about  55  lbs. 

It  may  be  stowed  amongst  other  cargo,  bat  must  be  kept  diy  and 
fiee  from  strong-smelling  articles. 

la  casks,  one  ton  of  20  cwt.  stows  in  about  65  ca1»c  leet. 

CIIOW-C390W.— Cases  of  Chinese  preserve  contain  usually  6  to 
24  jars.   West  Indian  cases  weigh  77  lbs.  and  measute  I  ft.  8  ins. 

Tliey  generally  contain  two  dozen  jars.  Chow-Cbow  slioiild 
always  be  stowed  mark  up,  or  the  syrup  may  nm  or  leak  out  and 
damage  otlier  articles. 

m  cwt.  or  one  ton  stow  in  about  60  cntac  feet. 

CHURRAH.— 'A  peculiar  resin,  extracted  from  the  hen^  plant ; 
shipped  only  in  small  quantities.   (See  Hemp.) 

GHUSSUM,  or  CHASSIAM.— Wild  chussum  packed  in  bales. 

20  cwt.  stow  in  about  90  feet,  badly  packed  average  100  feet. 

CIDER. — A  fermented  Uquor  made  from  t!)e  juice  of  apples. 
Cider  intended  for  shipment  abroad  should  be  in  bottles,  and  at  least 
one  year  old-  Shipped  in  pipes'  or  hogsheads  it  should  be  stowed 
amongst  articles  not  liable  to  damage  should  the  cider  burst  the 
cask,  which  it  will  sometimes  do  in  hot  weather. 

20  cwt.,  in  casks,  should  stow  in  about  65  feet. 

CIGARS. — Cases  of  manufactured  tobacco,  such  as  cigars,  require 
to  be  carefully  stowed  in  a  dry  part  of  the  ship.  On  long  voyages  they 
sliould  not  be  placed  near  such  articles  as  tea,  sugar,  etc. 

One  ton  in  cases,  20  cwt.,  stows  in  about  180  feet. 

CINCHONA,  or  PERUVIAN  BARK.— First  brought  to  Europe 
in  1639  by  the  Countess  del  Cinchon,  wife  of  the  Viceroy  of 
Peru.  It  is  sometimes  called  Jesuit's  Bark,  China  Bark.  Quinine, 
Quinquina,  etc.  When  gathered  from  the  tree  the  bark  is  rolled, 
dried,  and  packed  in  bales,  which  measure  about  7  ft.  4  ins.  each. 
As  cargo  it  has  no  objectionable  quality,  and  can  be  stowed  where 
desired ;  it  should,  however,  be  kept  away  from  damp  or  highly 
scented  articles,  as  its  quality  may  be  injured,  especially  on  long 
passages. 

20  cwt.,  in  bales,  should  stow  in  iji  lb  150  feet. 

CINNABAR. — ^An  ore,  the  chief  source  of  the  quicksilver  or  mer- 
cury' of  conmierce.  The  well-known  colour  vermilion  is  extracted 
from  this  ore. 


CINNAMON  AND  CANELLA. 


59 


In  bags,  20  cwt.  stoW  in  about  20  feet,  but  it  varies  much  accord-:- 
ing  to  quality. 

CINNAMON  and  CANELLA.— Obtained  by  stripping  the  bark 
of!  the  branches  of  the  cinnamon  tree.  The  smaller  kinds  are 
introduced  within  the  roOs  of  the  larger  and  then  dried  ia  the  sun, 
after  whidi  it  is  packedin  bundles  of  80  to  90  lbs.  It  sliould  be  kept 
away  irom  tea,  sugar,  or  ofher  edible  ar&des.  Bong  dioioe  aiid 
fahraelnfi^itdioiildbei^  (Si?  CStaelki  AHm.) 

Inbal8Sorbimdle8  9ocirl.siioiiid8tofriBX4o  leet 
InnUcWne  pwwed  bales  20  cwt.  dtonld  stofrin  xoo  leel. 

CITRONS. — Candied  or  preserved,  in  cases  oootaining  losmaM 
boxes  (average  size  3  ft. 6 ins.  by  z ft.  gins,  by z ft. Sins.),  measmed 
zo  ft.  3  ins.,  weight  aveiaged  300  to  3Z0  lbs.  each. 

ao  cwt.  should  stow  in  about  70  feet.    Stow  as  dioioe  freight. 

CLAY. — Seventeen  cubic  feet  equal  one  ton.   (See  Ballast.) 

CLOCKS. — Packages  containing  fragile  articles  such  as  clocks, 
watches,  etc.,  should  be  very  carefully  handledandstowedaschoice, 
valuable,  and  dry  cargo. 

American  cases  measure  from  i  ft  z  in.  to  4  ft.  2  ins.  each. 

CLOTH  GOODS*  or  articles  of  a  manufactured  natnxe,  such  as 
jackets,  trousers,  great-coats,  iannd,  seige,  stockings,  blankets, 
shirts,  palliasses,  bobtms,  sheets,  towels,  etc.,  should  be  kept  dry  and 
away  from  damp  or  oily  articles ;  generally  packed  in  tin-lined  cases. 
The  heavier  articles  stow  20  cwt.  in  85  to  90  feet.  (Uncertain.) 

(See  SpoBtwMons  Gomlmation.) 

CLOTHES  PINS.— -^pped  in  cases,  20  cwt.  stow  in  280  leet  to 
290  feet 

CLOVES.— The  flower  buds  of  a  tree  growing  in  the  East  ; 
they  readily  imUbe  moisture  if  stowed  near  any  liquid.  In  the 
Dutch  Settleoients  ifaey  are  made  np,  the  best  in  cbests,  mferiorin 
bags.  In  Colombo  they  are  packed  in  sttnll  bags  of  50  lbs.  eacli, 
and  are  eipoitedthenoe  all  the  year  Toond.  lb  Amboyna  the  harvest 
takes  place  in  November  itad  Decwber.  1&  ZanaibaT  tli^  are 
packed  and  sfaqppedininegiilaiiy-sbaped  mat  bags,  weighing  about 
120  lbs.,  and  ahould  be  stowed  in  the  'tween  decks. 

One  bale  of  Qoves,  Z43  lbs.,  measured  7  ft.  z  in. 

One  bale  weighed  Z52  lbs.,  measmed  8  ft.  2  ins. 

20  cwt.  of  Cloves  in  bales  stow  in  Z20  ft. 

Bales  of  Indian  Cloves  Z43  to  Z52  lbs.' measure  7  ft.  i  in.  to  8  ft. 
2  ins.  each.   (See  Slices.) 

Clove  stems  in  bags,  20  cwt.  stow  in  Z30  feet. 


COAL. 


GLOIfllt  SSSII.->W]iflii  slmvcd  i&  a  dtaxm  puice  wm  heat  ind 


IfMi  i4o  to  i6o  Ibi.  ctfch  meatiiit  3  fl  i  in.  to  3  It  8  im 

COAL  PRODUCTION  OF  THE  WORLD. 
CXIAIi^Ilii  froductloiiof  coaliaigioiii  tii  piiiicipil  coiiiitij«i 

It 


t  * 


2«MUAIld 


Germany 
Aofltria  . 
FcaAce  . 


Bdginm 


*  • 


.  13,047,413 

Il.4a5.457 
9.758.994 
2,197.362 
6^596,067 
152.881,509 
137.739.851 

38.570.473 
•6,736,000 

23.517.000 
15.535.285 


It 


tt 


In  igio,  64,520,320  tons  of  coal  were  exported  from  Great 
Britain,  Bristol  Channel  accounting  for  26,457,855  tons,  Tyne 
and  N.£.  ports  19,044,331.  and  Scotch  ports  9,226,599  tons. 

The  important  question  of  ventilating  coal  cargoes  has  given 
rise  at  difierent  times  to  much  anxious  inquiry.  A  step  in  the 
ti||lt  linction  seems  to  have  been  taken  in  1875,  when  the  subject 
Wis  brought  before  the  Royal  Commission  in  London.  After  much 
ooosideimtioo  liftt  body  decided  to  recommend  tlv  loaxd  of  Tiade 
to  sloii  tluoiif iMuid-thiough  ventilation  and  to  continue  soflaoe 
vemiktifiiiaiily.  itwasiwiatedoiittlptair,  todoan]rfciod,woiild 
liav«  tn  wwm^  oontinnooaly  and  lieely  tlifon^i  every  part  of  the 
ciljgo,  a  ooQilitlon  not  ontainaoie  on  ooara  sinpb 

Steain  coal  is  taid  to  abiorb  abont  twice  its  own  voioiiie  of 
•onM la  ten  davs.  The  ^iifiiiaaiiin  of  tmall  ontatitieii  throoffh  an 
ajf^  shaft  has  been  ifiond  snfikicnt  lo^  aid  spontaneous  ignition,  but 
.not  to  Ytttfibte  tlie  oamio. 

The  Commission  rooomninided  that  the  tempeiatQie  in  difieient 
'iMfls  of  'the  hold  should  be  'tested  dailv.*  and  a  note  'Of '  ♦hfWffy  made 

«the  ship's  book. 

A  system  of  suifacae  ventilation  shouJd  be  cairied  out  which  would 
li  elDCtiveinall  weatheis,  and  afiord  continuous  egness  to  the  open 
air  (indepndeatiy  of  the  hatchways)  of  gas,  wMich  is  especially 

'CHwflKwTO'  'QlninB  vUB  mSC  IiasC  ox '  mB'  vvvshS* 


COAL. 


Befoie  leodving  a  cargo  of  coal  the  shifting  boards,  lunbeis, 
sluices,  strums,  pump-wells,  sounding  pipes,  etc.,  should  be  caiefidly 
inspected,  in  steameis  especially  the  sliiioes  should  be  wdl  o^ed, 
opened  and  shut,  and  the  limbers  deaned  oat. 

The  cement  directly  under  the  soonding-rod  pipe  should  be 
examined,  and,  if  damaged,  repaired ;  instances  have  occurred  where 
from  constant  use  the  sounding-rod  has  worked  its  way  through  the 
bottom  of  the  vessel  and  caused  a  leak.  The  side  scuttles  and  ports 
if  open  should  be  whiteleaded  and  shut ;  all  ventilators  open  and 
in  good  working  order.  Blocking  up  ventilators  to  prevent  the 
dost  ocnning  on  deck  should  never  be  allowed ;  it  may  lead  to  a 
serious  disaster  sooner  or  later.  While  loading,  the  vessel  should  be 
kept  as  near  an  even  keel  as  possible,  and  the  draught  noted  from 
time  to  time.  Three  per  cent,  excess  on  the  B.  L.  weight  should 
be  obtained,  otherwise  the  cargo  will  turn  out  short,  especially  if  it 
be  loaded  during  wet  weather.  When  loading  under  the  tips  the 
officer  should  get  the  weight  of  each  wagon  load  as  it  comes  cm 
board.  If  loading  from  barges  alongside,  the  name  of  the  boat  and 
the  total  weight,  as  per  boat,  note  and  tally. 

Bunker  coal  is  liable  to  spontaneous  combustion,  probably  in  a 
greater  degree  since  the  introduction  of  triple  expansion  engines  and 
forced  draught.  It  is  interesting  to  note  the  information  contained 
in  a  paper  Professor  Lewis  once  read  on  this  subject  before  the 
Institute  of  Naval  Architects.  He  showed  from  experiments 
previously  made  on  the  H.M.S.  "Crocodile,"  that  while  the  tempera- 
ture of  the  stokehole  was  moderate,  that  of  the  bunkers  did  not  differ 
greatly  from  it ;  but  when  the  stokehole  became  heated  to  loo" 
Fahr.  action  commenced  in  the  bunkers,  and  this  rapidly  raised  their 
temperature  higher  than  that  of  the  stokehole.  Before  stowing 
difinent  kinds  of  coal  in  tiie  bunkers  they  should  be  measured  by 
those  in  chaige,  and  the  total  capacity  carefully  noted  for  future 
guidanoe.  When  supplementing  fuel  at  ontports  a  tally  should  be 
kept  by  an  engineer  or  officer.  It  is  decidedly  unsafe  to  leave  such 
inqwrtant  wmk  eniifdy  to  derfcs,  or  other  Jiresponable  persons, 
probably  sent  by  the  agents  supplying  the  coaL  Steamers  have 
often  found  themselves  short  in  conseqnenoe  of  soch  neglect  li 
Newcastle,  tJ.K,  the  master  of  every  foreign-^ingsteamship  most, 
under  a  penalty  of  withmsix  days  of  dearing,  dedare  at  the 
Custom  Hoose  to  a  certificate  showing  what  quantity  of  bmilBer  coal 
he  has  on  board  for  ship's  use. 

Coal  dust  will  dainage  most  descriptions  of  cargo,  and  the  sMp 
inay  be  held  liable.  It  is  advisable  to  wash  out  and  dry  all  holiis 
^fter  dischaiging  coal,  before  taking  in  other  goodi. 


Hit  loUoiiiiig  footled  caM  afford  tcxme  iBmliiliciii  of  tbe 
dmpn  to  be  gnaidid  against  in  carrying  ami. 

On  Septemlieri^tlithe  Inigantine '  Bonhk  Dunkeld  '  left  Swan- 
m.  liitiia  caigo  of  5x3  tons  at  ooal  the  '  Seven  Sisters '  Colliery 
near  Hmth.  This  omI,  thoagh  highly  anthradtic,  is  stated  by  the 
Inspector  of  Mines  for  llie  South  Wales  district  to  give  of!  consider- 
able quantities  of  gas  lor  some  time  after  it  has  been  worked.  The 
loading  occupied  two  days,  the  coal  being  shot  down  the  main  and 
after  hatches,  and  trimmed  so  as  to  slope  down  from  aft  forwards, 
with  a  space  between  the  cargo  and  the  deck.  As  soon  as  the  cargo 
had  been  taken  in,  the  master  closed  the  fore  and  main  hatches ;  the 
next  day  the  after  hatches  were  closed  and  the  fore  hatch  left  open. 
Hli%  Ipip'iiBr,  was  not  done  for  the  purpose  of  ventilation,  bat  to 
4lliiie  fiie  crew  to  get  at  the  store-room,  which  was  under  the  deck, 
just  forward  of  the  fore  hatch.  From  the  time  the  vesssl  left  Swansea 
until  the  explosion  occurred  (about  36  hours)  all  the  hatches  were 
tigfatfy  battened  down,  and  the  accumulated  gas  in  the  hold  had  no 
means  whatever  of  escape.  A  sail  being  required  from  the  stoie- 
looni,  tlie  niastser  ordei«d  the  lore  hatch  to  be  taken  off, 
tlie  mm  went  down  through  the  hatch  into  the  sail-room  bdow, 
fiM^  li^ffiif^ir  ft  ffda#f  f^ii^  'fiiMWftd  ^ifpinminn  Use  master  oltfae 
'  BmnilB  BmvMW/  wiowatunoertificatod,  stated  that  be  thought 

itunneoeBsaif  toiwntilate  the  caigo,  as  he  was  not  aware  that  coalof 

tiiiiiiiiti'.rittHAn..«in:  imttMii  .ii%'aiMi»ifn^ftff        He  also  Stated  that  he 

iaiiiefw  heard  ofventibtingoodc^  of  under  400  tons. 

"Hieownefs  of  the  coMeryfroinii^iich  the  coal  wasobtained  did 

'Hot  ^intHfUT  to  liaw.givim  ^ao^  warning  as  to  the  necessity  ..lor  keeping 
off  file  hatches  or  providing  other  means  of  ventilation. 

"The Court  of  Inquiry,  in  giving  judgment,  attributed  the  ex- 
floSMMl  to  the  master  closing  his  hatches,  and  not  using  any  means  of 
caigo  fWlilation ;  and  the  Wreck  Commissioner  stated  that  if  another 
case  came  before  him  in  which  it  was  shown  that  a  certificated 
master  had  left  port  with  his  hatches  battened  down,  without  pro- 
viding any  means  of  ventilation,  and  that  an  explosion  occurred,  a 
severe  punishment  would  be  inflicted. 

"  The  master  further  stated  that  he  could  not  detect  the  presence 
of  gas  by  the  smell,  but  the  Wreck  Commissioner  pointed  out  that  an 
analysis  of  this  Mnd  of  coal  had  been  made,  which  showed  that  the 
coal  contained  only  a  small  quantity  of  sulphur,  and  that  the  ga.s 
would  consequently  be  comparatively  free  from  smell." 

"  Tie  •  SuEVE  More,'  an  iron  ship,  1.668  tons  nett,  sailed  from 
the  Tyne  on  the  30th  Maidi,  iS8s  bound  for  Bombay,  with  2,543 
tons  of  'West  Hartley  Main'  coal.  The  coal  was  shipped  in  fair 


coax«< 


63 


condition,  and  was  kept  free  from  water,  the  ship  being  perfectly 
dry.  There  was  an  efficient  system  of  surface  ventilation ;  and  a 
daily  record  of  the  temperature  of  the  cargo  was  taken  from  a  ther- 
mometer which  was  left  lying  on  the  coal.  The  vessel  was  fitted 
with  iron  masts  open  at  the  ends,  and  perforated  more  or  less.  The 
masts  were  stepped  on  to  the  keelson,  from  which  they  acted  as 
perpendicular  ventilators,  a  half -moon  space  being  left  on  each  side 
of  the  keelson.  The  mastheads  were  fitted  with  covers  kept  in  their 
places  by  long  legs  which  went  inside  the  masts. 

"  From  the  8th  to  the  13th  of  June  the  vessel  encountered  veqr 
bad  weather  in  the  Indian  Ocean,  during  which  the  hatches  weie 
battened  down.  On  the  14th  vapour  was  seen  issuing  fmm  the 
ventilator  abaft  the  mainmast,  but  the  theimcHBeter  did  not  sliow 
any  change  of  temperature  until  the  ni^^of  the  X5tli»  when  it  rose 
ao*"  in  the  after  hatchway*  after  four  or  five  fieet  of  the  coal  had  been 
taken  out.  Evety^ui^  was  battened  down,  but  during  the  monuag 
of  the  x6th  t9m  explosions  took  place,  and  foe  was  seen  burning 
strongly  in  the  lower  hold  In  the  ykmity  of  the  mizen-mast,  which 
at  445  a.m.  had  sunk  three  feet.  At  6.30  a.m.  flames  issued  from 
the  oon^onion  and  cabin  sk^ig^t,  and  everybody  then  left  the  ship. 

"  The  Court  found  that  the  spontaneous  combustion  from  which 
the  fife  originated  was  probably  caused  by  the  hollow  iron  mast 
acting  as  a  ventilator  ;  they  attached  blame  to  no  one. 

"  In  the  opinion  of  the  Assessor  the  fixe  originated  at  the  heel  of 
the  mainmast,  and  burned  slowly  upwards." 

"The  '  Repubuc  *  was  a  steel  vessel,  barque  rigged,  of  2,347 
legisteied  tonnage,  built  at  Sunderland  in  1891,  and  belonging  to 
Liverpool.  It  appears  from  the  evidence  that  she  sailed  from 
Newcastle,  Australia,  on  or  about  the  22nd  January,  1896,  bound 
for  San  Francisco,  with  a  cargo  consisting  of  3,770  tons  of  Wallsend 
coal,  mined  from  the  Co-operative  Colliery,  Newcastle,  New  South 
Wales,  and  a  crew  of  30  hands  all  told.  After  leaving  Newcastle 
fair  weather,  but  with  unfavourable  winds,  was  experienced,  and  the 
vessel  in  consequence  made  poor  progress.  The  ventilators  were 
kept  open  continually,  and  all  the  hatches  were  removed  during  the 
daytime,  the  temperature  of  the  hold  being  taken  each  day  with 
great  regularity  by  the  first  mate.  No  indication  of  any  heating  of 
the  cargo  was  discovered  until  the  loth  of  April,  when  steam 
was  found  to  be  coming  from  No.  2  hatch.  This  subsided  during 
the  day,  but  increased  in  volume  on  the  zxth.  The  master  then 
ordered  all  the  hatches  to  be  removed,  amd  made  an  examination  of 
the  caigo,  testing  it  with  iron  rods  in  several  places.  He  jettisoned 
fiom  ao  to  30  tons  of  coal  from  No.  a  hatch.  A  very  large  quantity 


COAL. 


of  water  was  tlieii  pumped  into  the  hold  on  this  and  the  following 
days.  The  heat  in  the  tuhes  was  found  to  be  normal,  and  this 
continued  to  he  the  case  until  April  i6th.  Some  of  the  crew  were 
set  to  work  to  dig  down,  in  order  to  get  at  the  seat  of  the  fire,  but 
could  not  continue  the  work  on  account  of  the  smoke  and  gas,  which 
overpowered  several  of  them.  On  April  i6th  a  heavy  explosion 
took  place,  blowing  off  several  of  the  hatches.  On  the  17th  a  sail 
was  sighted,  which  proved  to  be  the  British  ship  '  Hollinwood,' 
and  in  response  to  signals  made  by  Captain  Hughes,  the  master. 
Captain  Kidd  came  on  board  and  promised  to  stand  by  the 
•  Republic'  and  take  off  the  rrew  in  case  she  had  to  be  abandoned. 
Finding  it  impossible  to  subdue  the  fire,  which  continued  to  spread 
despite  all  efforts  made  to  control  it,  the  vessel  was  finally  abandoned 
on  the  19th  of  April,  and  all  hands  were  transferred  to  the  '  Holun- 
wood/  the  two  iressds  being  at  the  time  in  latitude  34°  44'  North 
and  imfgitade  127"  15'  W.  When  the  crew  left  the  '  Kspdbuc  '  the 
foremast  was  settling  down,  and  the  deck  had  begun  to  sink ;  flames 
wefe  hoisting  out  of  the  hatches,  and  everyone  on  board,  as  wdl  as 
:||||^^  of'  the '  HoixiiiwooD,'a»i8idered  it  highly  dangerous  to 
lemun  longer.  Al  hinds  weie  safely  landed  at  the  port  of  San 
Fiandsco  l^thesMii'IiaxiNWOOD'  on  the  24th  of  ^pril. 

"  11i«Cf>iifl.iiairiiigoonadef«dthi^^c^  Rbpubuc' 
was  wen  found  and  seaworthy  at  the  time  ci  hu  d^Murtm  from 
Ncwcastie.  and  wis  Mty  provided  with  an  the  appantus  aeoesHury. 
lhatthe  catfD  wai  w#  tndpfoperiy  stowed,  that  the  ventilation 
was  food  and  sniiciciit,  and  that  the  vessel  was  not  oveikden. 
Hal  the  master.  Seth  Hughes,  navigated  the  vessel  in  a  pmper 
and  tes'manlite  manner,  that  every  care  was  observed  on  board  in 
attending  to  the  vvntilation  andin  noting  the  tea^etalnee* ,  That 
the  oflioers  and  crew  behaved  in  an  exemplary  manner,  and  that 
feilect  disdpline  was  maintained  on  hoard,  and  everything  was 
done  that  could  he  done  to  get  the  fire  under.  In  the  opinion  of 
the  €o«t  the  master  deserves  great  praise  for  the  manner  in  which 
he  performed  his  duty.  The  master  and  officers  are  therefore 
eionerated  from  all  blame.  The  Court  thinks  that  if  the '  Republic  ' 
had  been  provided  with  facilities  for  discharging  steam  into  the 
hold,  there  would  have  been  a  possibility  of  saving  the  ship  and 
cargo." 

**  The  •  Greece,'  an  iron  screw  steamer,  of  3,242  tons  nett 
register,  London  for  New  York,  with  a  general  cargo,  was  lying  at 
the  £ag^  Dock,  Hoboken,  New  Jersey.  Her  bunker  coal  (originally 
consisting  of  1,252  tons)  was  obtained  from  Cyfartha  Collieries,  and 
being  semi-anthracite  coal  was  of  a  veiy  gaseous  nature,  and  required 


O^^AL'i 


65 


free  surface  ventilation.  Of  the  bunker  coal  413  tons  were  stowed 
midships  in  the  lower  hold,  beneath  the  orlop  deck,  which  deck  was 
also  pajrtly  filled  with  cargo.  Above  this  another  patch  of  coal  was 
stowed  upon  the  steerage  or  'tween  decks.  The  ventiktion  of  the 
lower  hold  had  been  entirely  overboked  or  neglected  when  the 
vessel  was  loaded,  although  this  hold  is  stated  to  have  beenproperiy 
ventilated  on  previous  voyages.  When  the  'Greece  '  arrived  at 
Hoboken,  and  while  the  vessel  was  being  hauled  alongside  the 
wharf,  four  stevedore's  men  rushed  on  board,  and  after  removing 
the  hatches  of  the  orlop  deck,  went  into  the  main  hold  with  a  lamp, 
which  was  subsequently  found  on  the  upper  deck  smashed  to  pieces, 
thus  clearly  indicating  the  cause  of  the  disaster. 

"  The  Court  of  Inquiry  held  the  casualty  was  due  to  the  stevedore's 
men  taking  a  light  into  the  hold,  without  the  knowledge  of  the 
officers  of  the  'Greece,'  and  that  the  gas  had  accumulated  owing 
to  the  absence  of  ventilation  in  the  No.  3  lower  hold.  From  the 
evidence  adduced  at  the  inquiry  it  appears  that  the '  Greece  '  had 
been  loaded  and  coaled  nnde^r  the  supervision  of  the  National 
Steamship  Company,  and  that  the  captain  had  practically  no 
knowiedge  of  the  natnre  of  the  cargo,  or  ventilation  of  the  holds, 
when  he  took  command  of  the  ship.  Three  of  the  stevedoie's  men 
were  kiUed." 

Captahi  H.  Jameson  of  the  SS.  "  India,"  i^teied  tonnage 
1.567 ;  gross  3471,  writmg  on  this  subject,  says "  Loadmg  coal, 
one  o^oer  should  always  he  about  the  holds;  my  experience  goes 
to  show, '  Never  put  your  trust  in  coal-trimmers,  or  yon  win  he 
sorrowful  before  you  reach  your  destination.' 

On  one  occasion  I  had  my  ship  neatly  on  her  beam«ida  thrnngh 
the  coal  shifting.  Of  courseit  requires  heavy  weather  to  do  this. 

"  The  most  coal  I  have  ever  carried  on  this  ship  is  2,900  tons 
(honkers  included).  Mean  draft  of  water  leaving  Cardiff  was  ^ 
feet  5  inches. 

"Coal  requires  plenty  of  ventilation,  and  no  person  should  be 
allowed  to  enter  the  store-rooms  with  a  naked  light  till  the  hatches 
have  beenopensd,  and  every  care  taken  to  ascertain  theie  iSno  loni 
gas  below." 

Goal  taken  on  board  during  wet  weather  will  turn  ont  on  ddiveiy 
2}  to  3  per  cent,  short  of  original  weight. 

Welsh  Steam  Coal,  20  cwt.  stow  in  about  40  cubic  feet. 

Newcastle,  Shields,  and  Lancashire  Coal,  ao  cwt.  stow  in  ahont 
45  <eet. 

20  cwt.  of  Japan  coal  average  43  to  45  feet. 
Australian— Newcastle,  20  cwt.  in  43  to  47  leet. 
Stowage  y 


COCHINEAL. 


Cboi  American  coal,  m  cwt.  In  about  40  feet. 
Other  coal  varies  lioin  10  cwt.  in  43  to  47  leet. 

COCA.— The  dried  leaves  of  the  Erythroxylon  Coca.  Packed 
generally  in  bags.  From  these  leaves  the  new  alkaloid  Cocaine  is 
obtained.  The  leaves  are  chewed  by  the  natives  of  South  America, 
and  it  enables  them  to  undergo  great  exertion  with  Httle  or  no 
^tigoe. 

Shipped  only  in  small  quantities,  20  cwt.  stow  in  250  feet. 

COGGULUS  INDICUS.— Indian  Berry  or  Levant  Nut,  is 
Mdney-thaped,  with  a  woody  shell  and  yellow  kernel.  In  bags,  20 
cwt.  ttiyw  in  50  feet.  (Uncertain.) 

COCHlNlAIi.— An  insect  of  small  siae  and  of  a  deep  red  or 
mulberry  cobnr.  It  has  gmrally  a  sickly  odour.  After  being 
scraped  ffom  the  Cactus  plants  they  are  killed  by  bdling  water 
and  dried  in  the  son.  About  70,000  of  them  average  one  pound  of 
Gochtneal.  This  is  considered  a  valuaUe  article  of  merchandise, 
and  liabie  to  dunfe  1^  improper  stowage.  It  should  be  kept  in 
a  dry,  cod  place,  and  away  from  any  moist  or  raw  material. 

Seronsof  cochineal  from  the  West  Coast  of  America  weigh  about 
190  to  170  lbs.  each. 
tin-Jined  cases  wdg^i  about  250  lbs.,  and  measure  10  feet  each. 
"  Stevens  on  Stowage  "gives  a  case  where  51  serons  of  cochineal, 
packed  in  the  usual  West  Coast  hides,  each  seron  weighing  120  lbs. 
gross,  were  shipped  at  CaOao  in  1861,  via  the  Isthmus  of  Panama 
Railway,  and  afterwards  shipped  on  board  the  W.  I.  SS.  "  Plantage- 
for  Liverpool.   A  claim  of  about  £280  was  made  on  the 
OWneia  of  the  vessel.   Three  experienced  produce  brokers  declared 
the  parcel  damaged  owing  to  improper  stowage,  the  cochineal 
having  been  placed  on  vegetable  nuts  and  copper.   The  owners  of 
this  steamer  avoided  Uability  through  some  extra  clause  on  the 
B.L.,  since  cancelled. 

The  P.  and  0.  S.  N.  Co.  had  a  claim  made  against  them  in  Bom- 
b«y  lor  cochineal  damaged  by  heat.  The  cases  in  this  instance 
were  tIn-Hned,  and  the  contents  on  opening  were  found  in  a  state  of 
liquefaction,  said  to  be  cauied  by  stowage  near  the  engines  or  stoke- 
hold of  the  vessel. 

COCOA.— About  the  year  1520  the  seeds  of  the  Cacao  tree  were 
int  introduced  into  Europe  as  a  medicinal  agent.  In  its  native 
stale  the  tree  often  grows  upwards  of  20  feet  high.  At  certain 
seasons  the  seeds  are  extracted  from  the  fruit,  dried  in  the  open  air 
by  fire,  and  packed.  When  stowed  on  board  ship  they  should  be 


COFFEE. 


67 


kept  away  from  moist,  heatings  or  scented  articles;  and  wdl 
ventilated. 

Hew  York  boxes  measure  about  5  feet  6  inches  endi. 
East  India  and  Ceylon  bags  wei^  about  u6  Itjs.  each, 
ao  cwt  slow  in  about  80  feet. 

COCOA-NUTS.— Shipped  in  bags,  nets,  or  in  bulk.  When  dry 
and  without  the  husk  they  may  be  stowed  below  on  short  passages 
without  fear  of  damage,  provided  the  nuts  are  carefully  handled  and 
not  broken  in  sUnging.   {See  Nnta.) 

20  cwt.  of  Nuts  in  bulk  stow  in  about  140  feet. 

COCOONS. — ^The  shell  or  covering  in  which  certain  insects 
protect  themselves  during  their  chrysalis  condition.  The  cocoons 
of  the  silkworm,  Bombyx  More,  is  the  source  of  ordinary  silk. 
Several  insects,  notably  the  Tussur  moth,  produce  a  strong  sillty 
fibre,  from  which  the  Tusseh  Silk  is  made.  Boxes  containing  these 
articles  should  be  treated  as  choice  cargo,  and  be  carefully  looked 
after. 

20  cwt.  stow  in  about  210  feet.    {See  Silk.) 

COFFEE. — Shipped  in  bags,  casks,  or  tierces,  sometimes  in  cases. 
When  receiving  this  article  care  should  be  taken  to  see  that  the 
packages  are  full  and  up  to  weight,  if  they  are  to  be  receipted  for  as 
such.  It  will  readily  damage,  especially  on  long  voyages,  if 
stowed  near  damp  or  objectionable  articles,  such  as  tar,  turpentine, 
guano,  bones,  etc. 

Ceylon  Coffee  is  generally  of  two  kinds — ^Native  and  Plantation. 
Mocha  Coffee  is  considered  the  best  in  the  world. 

Ceylon  casks  weigh  9  to  16  cwt.,  and  measure  48  ins.  by  98  ins. 
by  28  ins.  each. 

West  Indian  tierce  5  to  7  cwt. ;  bags  i  J  cwt.  measure  5  ft.  i  in.  each. 
20  cwt.  of  Coffee  in  bags  stow  in  60  feet. 
20  cwt.  of  Coffee  in  tierces  stow  in  70  feet. 
Coffee  in  parchment,  in  bags,  20  cwt.  in  80  feet. 

COFFINS. — Generally  packed  on«  inside  the  other,  and  called 
'  nests.'  Two  nests  in  one  case.  Cases  of  American Cof&ns  shipped 
for  use  in  Great  Britain  weigh  from  200  to  290  lbs.,  and  measure 
from  22  ft.  6  ins.  to  27  ft.  3  ins.  each. 

20  cwt.  should  stow  in  about  257  feet. 

Coffins  are  sometimes  shipped  in  the  formof  rough  planed  boards, 
of  suitable  sizes  for  the  purpose. 

COIR,  AND  COCOA-NUT  FIBRE.— Generally  packed  in 
^es,  bundles,  loose  ballots.  dhoUs.  etc.,  the  yam  and  fibre  in 


sciewed  bales.  Giea%  mdUn  tlie  Mmt  lor  makiiig  lopes  and  mats* 
It  is  qiKStioiialile  wliitbtriii  tlie  wmd  of  damage  to  foods,  wmwym 
monld  pass  diiolls  of  ooir  yam  as  dimnage  on  a  canlked  deck  or 
}mm  hoM.  It  gennaly  h  sliipped  aa  bioken  stoivage.  and  some- 
f^ff*^.  hmu  as  dunnaKC* 

Baks  of  Coir  Flbie  weigli  ii  to  I4lbs.  each. 

90  cwt..or  one.toa.of  Coir  Yam  in  bales  slow  in  about  190  feet. 

90  cwt..  or  one  ton,  of  Coir  Fibre  stow  19  about  2oio  cubic  feet. 

One  Ion  of  other  kinds  stows  in  200  to  220  cubic  feet. 

Bundles  of  Coir  Film  imm  India  and  Ceylon,  for  London  and 
Hew  York,  about  x  foot  each,  wei|^  11  lbs.  $  about  x  It.  sins, 
eadit  weigh  14  lbs.  each. 

QOU,  or  "  Coked  "  Coal,  contains  about  xo  to  X2  per  cent,  of 
ash  ;  eiKiusive  of  this  it  is  neady  pure  carbon.  It  can  only  be 
msde'  Itpomi  ijbft^  class  of'  coal  known  as  "  coking  coal  '*  iind  is  about 
baM  to  two-tMids  as  heavy  as  ml.  It  is  said  to  absorb  about  20 

Cargoes  of  tUs  nature  require  ptentv  of  suc&ce  iwntilation. 
Coking  in  a  dose  oven  wiU  give  a  gain  of  40  per  cent,  over  coking 
inheap.tliegain  inbulkbdng  22peroent.  Bituiinous  ooal  wii 
yield  60  toSo  per  cent  of  coke.  Thereis  very  little  dost  liom  good 

ooke^k  * 

€OIXKjYlCrii.---Ihe  dried  pulp  of  the  bitter  cucumber.  When- 
slipped  in  cases  it  has  a  spongy  appearance,  and  a  dry,  sour  smell. 
Shipped  only  in  small  qiAuititics. 

CONDENSED  MILK.— In  tins  packed  in  cases.  Several  ship- 
ments  of  this  article  from  Antwerp  for  Hong  Kong  were  found 
much  damaged  by  rust  on  delivery ;  surveyors  in  their  report  con- 
sidered the  tins  to  have  been  packed  damp,  and  labelled  with 
injurious  materials,  which  caused  the  damage  during  the  passage. 

Cases  weigh  56 to  60  lbs.,  measure  8  ins.  by  13  ins.  by  20  ins.  and 
equal  i  ft.  2  ins.  each. 

iO  cwt.  should  stow  in  45  %t. 

GQPPER.— Vessels  in  the  Copper  Ore  trade  are  generally  fitted 
with  platforms  and  tninkways,  not  only  to  equalise  the  weight  in 
the  bottom,  but  to  ease  the  vessel  in  a  heavy  sea.   {See  Ores.) 

Copper  dross,  often  shipped  as  ballast,  has  a  tendency  to  destroy 
ifonworkif  exposed  to  its  action.  Amongst  a  general  cargo,  when 
receiving  manufactured  copper,  such  as  sheets,  bars,  ingots,  etc., 
they  should  be  carefully  tallied  by  a  reliable  person  and  stowed  in 
a  safe  part  of  the  hold.  Heavy  claims  are  sometimes  paid  for 


COPRA 


§9 


shortages  of  this  metal,  which  in  most  cases  might  Imvebeen  avoided 
by  a  careful  tally. 

Ingots  and  casks  of  manufactured  Copj>er  vary  in  Hie  and  wa^t 
irom  20  to  60  lbs.  each. 

Manufactured  Copper,  20  cwt.  stoW  in  xo  feet. 

20  cwt.  of  copper  ore  (uncertain)  stow  in  about  10  to  20  feet 

COPPER  MATTE.^One  ton  of  20  cwt.  stows  in  18  to  20  feet. 

COPPERAS,  AND  COPPER  SULPHATE.--Shipped  in  casks 
and  hogsheads.  The  steam  or  moisture  arising  from  water  getting  at 
these  articles  will  damage  other  goods.  Consequently  they  should 
not  be  stowed  over  dry  articles,  especially  of  an  edible  nature .  The 
hoops  of  casks  used  in  packing  invariably  rot,  or  get  adrift,  even  on 
short  passages. 

Barrels  of  3  cwt.  each  measure  32  ins.  by  I9|ins.  by  iQ^ins.  each. 
Casks  of  Copper  Sulphate,  20  cwt.  stow  in  ao  feet. 
Casks  of  Copperas,  20  cwt.  should  stow  in  52  feet. 

COPRA.— The  inside  or  pulpof  the  cocoa-nut,  removed  from  the 
husk  and  dried  in  the  sun.  There  is  a  stale  oily  smell  about  it  that 
would  damage  food  products  if  stowed  near.  In  bags  it  often 
mildews  and  smells  sour.  Cases  of  Desiccated  Copra  shipped  in 
Ceylon  have  been  found  to  give  out  an  oily  secretion  when  heated; 
otherwise,  when  tin-lined,  it  should  be  free  from  smell  or  objection- 
able qualities. 

Cases  of  Desiccated  Copra  shipped  from  Colombo  to  New  York, 
tin-lined,  measure  24  ins.  by  19  ins.  by  19  ins.  and  wdgh  139  to  184 
lbs.  each. 

One  ton  of  20  cwt;  Desiccated  Copra  in  cases  stows  in  about  % 
cutnc  feet. 

One  ton  of  20  cwt.  of  Copra  in  cases  stows  in  abocit  80  to  90  feet. 
One  ton  of  Copra  in  Ixiles  stows  m  about  85  feet. 

CONFECT  lONERY,  or  CONSERVES.— Packedin  cases  should 
be  treated  as  choice  cargo,  and  stowed  in  a  part  of  the  between  decks 
apart  from  rough  or  objectionable  articles. 

20  cwt.  of  cases  stow  in  about  62  feet. 

COQUE  DE  PERLE.— Bags,  20  cwt.  stow  in  50  feet, 
GOOUILHOS.— The  seeds  of  the  pahn  are  called  Coquilla  Nuts. 

The  wood  itself  has  a  beautiful  mottled  appearance  when  polished. 

It  is  sometimes  shipped  in  small  quantities  from  South  America  for 

broken  stowage. 
One  ton  of  20  cwt.  stows  in  about  56  feet. 

CORAL.— The  Red  and  Pink  is  geneially  found  in  the  llediter- 


ranean.  Black  in  the  Red  Sea,  and  White  Coral  more  or  less  ovar 
aU  parts  of  the  tropical  world. 

Manufactured  articles  should  be  treated  as  valuable,  and  carefully 
stowed  in  a  safe  place.  Choice  rough  pieces  can  be  stowed  where 
they  will  not  get  crushed  or  damaged  ;  not,  however,  among  dry 
goods,  such  as  sago,  tea,  flour,  etc. 

Coral  is  generally  pacified  in  boxes,  bags,  or  bands. 

WmtMi  io  cwt.,  stow  in  about  60  to  80  leet. 

Rough  Coral,  in  bags,  shipped  in  Ceylon,  20  cwt.  stow  in  90  feet. 

CMIRIANDER.— A  plant  of  which  the  aiomatic  seed  is  used  for 
iavonring  and  other  purposes. 
20  cwt.  should  stow  in  85  feet. 

CORIANDER  SEED  and  CUMMIN  SEED.— In  bags  of  106 
lbs.  each.   20  cwt.  stow  in  120  feet  to  130  feet. 

CORK. — Shipped  principally  from  Spanish  and  Portuguefe  ports. 
Being  a  light  article,  and  never  very  tightly  packed,  it  takes  up  a 
great  deal  of  space.    It  can  be  stowed  among  any  dry  cargo. 

Pressed  bales,  containing  20  cwt.  Cork,  stow  in  about  200  cubic 
leet  when  wdl  packed. 

Bales  of  Cork  shipped  tein  France  average  132 lbs. ;  ao  cwt.  stow 
in  440  feet. 

Bales  of  Cork  Wood  average  154  lbs.  each ;  20  cwt.  stow  in  270 
leet. 

Bales  of  Cork  Shaviags  mm§t  275  lbs.  each ;  20  cwt.  stow  in  290 

€ORN,  INDIAN. — ^Boxes  of  prepared  Maize  should  be  treated  a* 
choice  or  light  freight,  and  carefully  stowed. 

Avmfe  size  48  lbs.,  and  measure  i  ft.  2  ins.  each ;  20  cwt.  in 
Imaiies  stvyw  in  about  58  feet. 

CORNED  AND  PICKLED  BB£P«^n  the  market  a  distinction 
is  made  between  corned,  and  salted  or  pickled,  beef.  Corned  beef 
intended  for  immediate  use  is  very  slightly  salted.  Merely  rubbing 
Hie  surface  of  the  moat  with  ine  salt,  era  nnxtiire  of  salt  and  sugar. 
It  smfidcnl  tio  give  4BMl||lk«d  degree  of  saltness.  If  consumers 
ike  it  extim  salt,  soiiiesllllll       is  forcedinto  it  with  a  foroe-pnmp. 

Curing  Mmit»  or  Ftork.— To  one  gallon  of  water  add  lb.  of  Salt, 
I  lb.  Sugar,  |oz.  Saltpetre,  (  oz.  Potash.  In  this  ratio  the  pickle  can 
be  increased  to  any  quantity  desired.  Let  these  be  boiled  together 
Qiiti  ai  tlie  dirt  hom  the  sogartises  to  the  top  and  is  skimmed  off. 
Hien  thtmr  it  Into  a  tab  to  cod,  and  wbm  cold  pour  it  over  your 
Beef  or  Boifc,  to  remain  the  usual  time,  say  fouror  five  weeks.  The 
meat  most  be  neicovered  mtb  pickle,  and  should  not  be  put  down 


COTTON. 


71 


for  at  least  two  days  after  kiUing.  during  which  time  it  ilioiild  be 
slightly  sprinkled  with  powdered  Saltpetre,  which  removes  att  the 
surface  blood,  etc.,  leaving  the  meat  fresh  and  dean.  Some  omit 
boiling  the  pickle,  and  find  it  to  answer  well,  though  the  opeiatioii 
of  boiling  purifies  the  pickle  by  throwing  the  dirt  always  to  be 
found  in  salt  and  sugar.  If  this  redpe  is  properly  tried  itwill  nev» 
be  abandoned.  There  is  none  that  surpasses  it,  if  so  good. 
{See  Beef  and  Pork.) 

COTTON.— Cotton  was  known  and  used  in  the  East  3,000  years 
ago.  Cultivated  in  tropical  and  semi-tropical  climates,  it  now  takes 
rank  in  extent  and  value  above  other  crops,  excepting  wheat  and 
rice.  There  is  daily  an  increasing  demand  for  its  manufacture.  ^ 
Powerful  hydraulic  presses  are  employedfor  reducing  the  size  of  the  ' 
bales,  which  are  then  bound  round  with  iron  bands,  or  thick  cords, 
weighed,  measured,  marked,  and  shipped  to  and  from  various  parts 

of  the  world.  ^     v  ^ 

From  the  King's  Speech  at  the  opening  of  Parhament.  Fel>.2n€. 

1004,  we  extract  the  following:—  ^ 

"  The  insufficiency  of  the  supply  of  the  raw  material  iqxm  wtodi 
the  great  cotton  industry  of  this  country  depends  has  inspired  me 
with  deep  concern  I  trust  that  the  efforts  which  are  being  made 
in  various  parts  of  my  Empire  to  increase  the  areaimder  cnltivatioii 
may  be  attended  with  a  large  measure  of  success." 

The  Liverpool  Cotton-brokers*  Association  arrange  tbcir  retnnis 
under  various  heads,  viz. : 

iynerican  .—This  indudes  the  whole  produce  of  the  United  States^ 
and  is  the  most  extensive  and  finest  in  the  world. 

Bnxttittii* 

Turkish  and  Giedaii. 
West  Indian  . 

East  Indian. 

Where  it  is  possible,  the  bales  shoidd  be  examined  before  bemg 
received  on  board,  and  should  they  show  signs  of  having  been  wet 
or  damaged  they'  ought  to  be  refused,  or  else  a  remark  made  on 
the  B.L.  to  that  effect. 

When  stowing  cotton  over  grain,  care  should  be  taken  to  block 
right  off  to  the  deck,  otherwise  the  grain  may  shift  in  heavy  weather. 
Oil,  grease  turpentine,  tar,  etc.,  should  not  be  stowed  near  cotUin. 

All  smoking  or  naked  lights  should  be  strictly  prohibited  while 
loading  or  discharging  cotton.  At  sea.  on  board  steamers  especially. 


COTTON 


ventikton  or  openings  from  the  deck  should  be  carefully  guftided  to 
pnevent  spaxks  of  fire  getting  down  to  the  cargo. 

To  tocnnine  approximately  how  many  bales  of  cotton  a  vessel 
•boidd  carry,  take  for  sailing  vessels  3}  to  4  bales  per  ton,  for 
steamers  4I  per  too,  or  1.900  to  2,100  lbs.  per  nett  ton  register. 

tbt  average  wdght  and  measurement  ol  bales  of  cotton  vaiy 
CfMllideiablv. 


SeaMaad 

»> 

333 

35 

** 

l^pland 

tff 

391 

tf 

^22 

It 

Mobile 

»t 

500 

(» 

23 

,  *» 

Calcutta^. " 

fft 

410 

ft 

tt 

hard  pressed. 

$$ 

300 

J* 

12 

•t 

ft 

»t 

775 

»* 

20 

tt 

tt 

West  Ikidian 

>t 

212 

•  f 

25 

• 

ft 

BmiMan 

f» 

tf 

17 

tt 

Bo. 

»» 

1$ 

10 

tt 

nard  pressed* 

Bales  of  cotton  shipped  at  New  York,  pressed  480  lbs.,  measure 
14  feet ;  unpressed,  480  lbs.,  measure  37  to  45  feet  each. 
Bales  of  cotton  waste  500  lbs.  measure,  pressed,  37  feet. 


American.   One  ton  of  2.240  lbs.  pressed  cotton  stows  m  about 

American.  Ope  ton  3,240  lbs.  unpressed  cotton  stows  in  about 
200  feet. 

East  Indian  bales,  20  cwt.,  stow  in  about  57  feet ;  othen  54  feet. 

QcMii'iiiilllli  bales,  410  lbs.  each,  stow  20  cwt.  in  about  52  feet. 

(Miliary  pressed,  275  lbs.  each,  20  cwt.  in  67  feet 

Cipliili  Piiry,  of  the  American  ship  "  Cambria,"  stated  at  a  trill 
In  lifttffodl  that  if  the  bales  in  qnesfioa  had  been  exposed  to  lain 
before  shipment  they  would  afterwanli  diy  irery  qmddy  on  the  out* 
ilie,  and  it  wvNiM  be  difienit  witboiit  opening  them  t^  ascertain  II 
the  centre  wwi  dvy  'Or  not.  He  had  cairied  1**^^  of  cotton,  which 
were  found  rotten  and  decayed  on  arriving  in  poftf  although  the 
baiet  were  apparently  sfai^yped  in  good  oider  «i?>d  condition*  In  this 
case  the  shipcmner  had  to  pay  £193  lis.  6d.  lor  damage  that  appears 
'tn  have  been  done  before  the  caigO'  was  received  on  board. 

Mr. wilhainM.L<^<iftheSS.  Flaviaii  states--—  InrqUy 
tn  yw  enqmry  f»  siie  and  weight  of  Igyptlan  Cotton  Bales*  I 
'have  the  'lollowiiiff '  Inloftiw^'f^Ffi.  direct.  Irani  Ifr. .  F.  Elswofth  of 

BliCt.  i|%f!fqf!fkHBi,  <I  tint,  Im'  ftf  |f|i|,       23  Im,  eOlUll  2Q  CObiC 


COWRI£S< 


73 


"  Bales,  weight  from  74  to  8  cantars,  average  say  775  lbs.,  a  cantar 
being  100  lbs. 

"  These  bales  are  the  regular  size  and  weight  for  all  Egyptian 
Cotton  Bales  for  shipping.  Each  bale  is  held  by  11  hoops,  each 
having  a  gross  length  of  8  feet  with  2-inch  lap,  i|  uis.  wide,  18 
w.g.,  of  which  1,400  hoops  go  to  the  ton." 

(Sec  Waste.) 

COTTOM  SEED.-— A  ship  may  take  about  the  same  quantity  of 
new  Alestandria*  cotton  seed  as  of  ordinary  mats,  not  Archac^, 
which  are  heavy. 

Cotton  seed  in  bulk,  20  cwt.  stow  in  64  foet. 

20  cwt.  in  gas  should  stow  in  So  feet. 

COWRIES.— Shell-fish  have  from  time  immemorial  contributed 
enormously  to  the  wealth  of  the  world.  Not  merely  have  they 
given  up  to  man  pearls  of  price,  as  vveil  as  the  materials  of  their  own 
dwellings  for  ornamental  purposes,  but  they  have  supplied  him  for 
centuries  with  all  the  money  he  needed  to  spend.  Before  gold, 
silver,  and  copper  came  into  use  as  a  mediimi  of  exchange,  shell 
money  was  used  for  the  same  pmpose  all  over  the  world. 

To  this  day  it  is  employed- as  cash  to  some  extent  in  Southmi 
Asia,  the  Islands  of  the  Indian  and  South  fftdfic  Oceans,  in  many 
parts  of  Africa,  and  India. 

In  these  regions  the  '*  cowry  shell "  is  the  one  chiefly  employed, 
for  the  reason  that  it  is  of  convenient  size  and  the  natural  supply  of 
it  is  limited,  so  that  no  one  cowry  shell  may  be  considered  to 
represent  a  definite  amount  of  labour  in  the  process  of  finding,  and 
there  is  no  material  chance  of  a  sudden  inflation  of  the  currency  by 
the  discovery  of  a  great  deposit  of  cowries.  One  hundred  cowries 
are  worth  about  a  penny,  and  strings  of  them  are  receivable  where 
they  are  current  for  meidiandise,  labour,  or  anything  purchaseable. 

the  Soudan  there  is  hardly  any  other  currency  in  use.  The 
late  firm  ol  Goddefroy  &  Co.,  of  Hambuig,  were  accuston^  to 
send  vessds  to  Zanrihar  fiir  cargoes  ot  cowries,  with  which  cargoes 
of  pahn  oil  and  other  produce  were  purchased  on  ^  West  Coast  ^ 
Africa.  Cowries  were  Icmnerly  used  in;  the  purchase  of  slaves. 
The  main  source  of  supply  of  this  species  of  shell  is  the  Se3rchelles 
and  Other  islands  in  the  Eastern  Seas. 

Cases  average  about  j$  lbs.,  bags  about  80  lbs.  each,  according 
toqoality. 

When  dean  and  free  from  dul  they  may  be  stowed  where  desired, 
30  cwt  stow  in  about  40  feet. 


n 


CREOSOTE. 


CRANBSRRIES^Pii±edgeneraUymbarrelsaft.  4liis.by  ift 
S  Ins.  by  I  ft.  8  ins.  and  measure  6  ft.  6  ins.,  weight  150  to  135  Ihk 

CRIAM  OF  TARTAR,— In  hogsheads  of  1,300  lbs.eadi.  20cwt. 
stow  in  60  feet. 

CREOSOTE. — A  colourless  transparent  fluid  obtained  from  tar 
by  distillation.  In  its  crude  form  it  is  much  used  for  impregnating 
timber,  and  thereby  protecting  it  from  the  ravages  of  white  ants  or 
other  insects.  Creosoted  wooden  sleepers  are  sometimes  shipped  in 
large  quantities.  When  discharging  such  cargoes  the  labourers 
find  it  impossible  to  remain  in  the  holds  for  any  length  of  time  with- 
out coming  on  deck  to  breathe  :  the  fumes  are  so  strong  and  pungent 
that  their  breath  is  taken  away.  Much  care  should  be  taken  after 
having  creosote  in  any  shape  on  board,  that  the  smell  and  effect  are 
entirely  done  away  with,  or  very  serious  claims  will  arise  in  the 
event  of  any  cargo  being  afterwards  damaged  by  it.  Now  frequently 
carried  in  bulk  by  tank  steamers.  Specific  gravity  from  1*050  to 
l*o8o. 

ao  cwt.  in  casks  stow  in  about  60  feet. 

CUBE  GAM  BIER.— Dry,  clean,  inodiMiipft  caigo.  m  cwt  stovr 
in  about  120  feet.  (See  Gfimliier .) 

GIIBBBS^A  dried  vifetaMe  having  a  pongent  taste  and  sl%ht 
addy  odour. .  20  cwt  stow  in  about  84  feel 

CUBIC  SPACB.~When  the  mM  contents  id  any  package  is  re- 
qniied  the  length,  breadth,  and  depth  must  be  taken,  these  shoukl  be 
mitiplied  to^lher ;  lor  instance,  a  bale  measuring  4  ft.  7  ins.  by 
3  ft  by  I  fl.  5  ins.  WHIi  the  help  of  vulgar  fractions  the  method  Is 

Cubic  cofitentS' L.        B.  D. 

4^  by  3  by  i^^eet 
If  by  ft  by    ii  ,. 
=  19II  cub.  ft. 

equal  19I  cub.  ft.  nearly,  or  19  cub.  ft.  and  8a8  cub.  ins.  (there  being 
1,728  cubic  inches  in  one  cubic  foot). 

Without  using  vulgar  fractions,  if  all  the  dimensions  are  reduced 
to  inches,  we  have : — 

Cubic  contents : — ^L.         B.  D. 

55  by  36  by  17  inches 

—  33*^  cub.  Ins.  (then  dividing  by  1,728),  equal  19  cub.  ft.  and 
808'  cub.  ins.,.  '(Mr  19}  cub.  ft.  weMiy. 


CUTCH. 


75 


A  much  quicker  m^kod,  however,  is  by  using  "  The  Merchant's 
and  Ship  Masfei^'s  Ready  Csdculahr"  a  set  of  tables  specially  made 
out  for  this  purpose,  and  published  by  Messrs.  Imray,  Laurie,  Norie 
&  Wilson,  Minories,  London. 

CUMMIN.— Cummin  is  a  substitute  for  pepper,  and  is  shipped 
from  various  Mediterranean  ports.    20  cwt.  stow  in  about  70  feet 

CURRANTS. — Shipped  principally  in  theifeditmanean.  J^tras 
currants  find  their  way  into  all  Continental  marieets.  This  Idnd  of 
cargo  requires  ventilation,  especially  m  long  passages. 

20  cwt.  in  cases  stow  In  50  feet 

CUTCH^The  solidified  extract  of  a  species  of  Acacia  bark, 
found  in  the  Malay  Arch^ielago,  Borneo,  and  Burmah.  Theprocess 
of  extract!^  reqidres  e3q)enslve  and  somewhat  complicated  plant ; 
the  chief  difficuHy  in  the  preparation  being  found  in  removing  the 
surplus  water  after  homog  the  bark.  The  foUowing  method  is 
usually  adqited : — 

Three  to  four  hundredwdghts  of  bark  being  put  into  a  laige  tank, 
a  steam  jet  is  applied,  whidi  serves  to  keep  the  contents  at  boiling- 
point  This  process  of  steaming  is  continued  three  days,  after  which 
it  Is  passed  through  strameis,  and  into  a  vacuum  tank  to  remove  all 
moisture ;  after  bemg  again  treated  it  is  run  into  boxes  of  i  cwt. 
each,  marked  and  numbered,  ready  for  shipment  The  extract 
contains  45  per  cent,  of  pure  tannin.  It  is  very  soluble  and  apt  to 
damage  other  artkdes  in  its  iddnity.  Where  it  is  possiWe  it  should 
be  kept  by  itself.  K  shif^  in  bag^,  and  mudi  pressure  lying  on  it, 
it  will  adhere  to  the  vessd,  and  cause  trouble  and  expense  in  un- 
loading. It  is  frequently  packed  in  rattan  baskets,  in  quantities  of 
X  cwt  each. 

20  cwt  stow  In  about  68  feet.   {See  Gambier.) 

CUTLERY,  also  hardware  goods,  packed  in  casks  (generally  cases 
lined  with  soldered  tin  or  zinc),  should  be  kept  apart  from  liquids, 
and  articles  such  as  sugar,  salt,  nitre,  etc, 

CUTTLE  FISH.— Dried,  in  cases  of  200  lbs.  each.  20  cwt  stow 
in  about  160  feet. 

DAMAGED  GOODS.— If  a  dean  receipt  or  bill  of  lading  has 
been  granted  for  goods  received,  should  they  be  in  bad  oider  when 
dehvered,  the  onus  will  be  on  the  owners  and  master  to  prove  that 
the  damage  did  not  occur  through  ai^  fault  of  the  ship  or  ship's 
servants,  or  that  the  dimige  is  provided  tor  by  one  of  the  exception 
clauses  in  the  B.L.   It  is  at  all  times,  however,  a  wise  precaution 


DANGEROUS  GOODS. 


to  call  in  a  Surveyor  au  d  consult  with  him  before  delivering  or 
discharging  damaged  good^. 

DAMMAR,  or  DAMM.\JtA.— The  Oriental  name  for  gum  or 
resin.  The  Kauri  gum  is  known  as  Australian  dammar.  The  Amboina 
|»ne  pnxhices  a  colourless,  transparent  gum  known  as  Singapore 
Bammar.  From  trees  in  India  is  obtained  the  black  and  white 
dammar,  all  more  or  less  used  for  making  up  varnish,  etc.  From 
Singapore  we  have  Gum  Arabic,  Gum  Bmjaioin,  Gum  Copal,  Gum 
Dammar. 

Shipped  in  cases  generally.   20  cwt.  stow  in  about  85  feet. 

DANGEROUS  GOODS.— All  acids  of  a  destructible  or  danger- 
ous nature,  powder,  nitro-glycerine,  gun-cotton,  petroleum,  blue 
WUy,  Inodmiis  felt,  apothecaries'  ware,  oily  waste,  or  cotton  drip- 
wooUen  yam,  sulphated  salts,  etc.  Sections  446-450  of  the 
Merchant  Shipping  Act,  1894,  provide  regulations  and  penalties 
iat  their  carnage  %  sea. 


HkMoiAiiDinf  aBLATnio  to  thb  Casbiai»  ot 
mmmamm  Goods.  Iiwied  by  the  Board  of  Tiade.  1907. 
SoWiuric  Add.  CarboHc  Add.  Phosphoric  Add.  Picric  Add,  Nitre  Cake, 
Chloiate  of  Potash.  Amorphous  Phosphorus.  Sulphide  of  Sodium  and  Sulfide 
oi  Fbtasttum,  Peroxide  of  Sodium,  Caustic  Fotaah.  Bi-«Blpliid0  of  Caitpn, 
mMkmrn-  fijfMMii  lioiiid  Ammonia.  Dinitrobenxol,  NaphthaUne,  Limiefied 
4Vlmi<r  Add.  Matdies,  Oiled  Materials.  Inodorous  and  other  Felt,  iM^omk, 
CiillQil  FHpeiB,  Glue  Pieces.  Carbide  of  Caldum,  Acetyloid. 

Sulphuric  Acid. 

Tkm  question  having  arisen  as  to  the  conditions  under  tHildi  iteong  Sulphuilc 
iirM  ^^m^tnmA  in  etoctckally-welded  stod  dnuna— holdmg  about  half  a  ton 
•«ch— could,  with  proper  regud  to  safety,  be  caxried  on  board  ship  and 
Wwed  under  deck,  two  steel  drums  of  the  foUowing  dimensions  were  tested 


Eitwrwal 

IjSOffth 

ofwall,. 

Thidknesa 
of 

Xliiekiiais 

of 
Bods. 

A'lilitflflli'iar 

mate 
weight  of 
Brush 

and  Sul- 
phuric 
Add. 

'JEKIBIihHBBVw* 

ICa  inB* 

1;  s 

ft.  las. 
•  •! 

*07iiicii 

*o8  Inch 

4Z0  lbs. 

Bads  OBBliTod. 

9.  ^ 

Ends  unstayod ;  body 
strengthened  aoir  tho 
centre  part  bf  two  I- 
sbaped  rolling  fiip,  if 
inches  deep. 

DANGEROUS  GOODS, 


77 


The  ends  were  fiat  and  flanged  at  the  periphery  and  electricaOy  welded  to 
the  body.  The  results  showed  that  they  are  strong  enoii|^  to  withstand 
rough  usage  when  filled  with  sulphuric  acid. 

The  acid  can  be  carried  with  safety  under  deck  if  the  drams  are  embedded 
in  coal  to  a  depth  of  not  less  than  three-fourths  the  diameter  of  the  drum,  it 
being  of  course  understood  that  the  quantity  of  coal  must  be  suflftcient  to 
abeoHtb  any  leakage  from  the  drums,  and  for  this  purpose  a  depth  of  one  foot 
of  coal  for  every  hundredweight  of  acid  contained  in  the  largest  drum  in  the 
^ipment,  but  with  a  minimum  depth  of  six  feet,  may  be  deemed  sufiftcient. 

In  the  event  of  leakage,  coal  even  in  a  powdered  state  will  not  evolve  heat 
by  reason  of  the  presence  of  sulphuric  acM,  and  the  marketable  condition  of 
only  so  much  of  the  coal  as  is  wetted  by  the  sulphuric  acid  is  affected. 

The  possible  results  that  may  be  antidpated  as  regards  spontaneous 
combustion  in  a  cargo  of  coal  on  the  surface  of  which  drums  of  sulphuric  acid 
have  been  ambeddod,  an : — 

(x.)  If  the  sulphuric  add  escapes  into  the  coal  spontaneous  combustion 
idil  not  take  place  witSiin  the  region  of  the  leakage. 

(2.)  If  the  spontaneous  combustion  takes  place  first,  then  the  rupture 
of  the  drums,  and  oonseqnent  escape  of  the  sulphuric  acid,  will  retard  or 
extinguish  the  fire  W  the  production  of  sulphurous  add  vapour,  in  whidi 
combustion  cannot  oe  sustained.  This  gas  has  a  pungent  odour  and  a 
strongly  suffocating  effect,  so  that  great  care  should  be  taken  to  keep 
away  from  it. 

Any  coal  that  has  been  wetted  with  sulphuric  add  shouM  not  aflerwaxds 
be  used. 

It  is  the  practke  at  some  ports  to  stow  sulphuric  add  in  a  compartment  by 
itadf  on  a  layer  of  chalk,  but  the  leakage  of  sulphnrk  acid  on  to  the  <^«tw 
wonld  produce  carbonic  add  gas,  a  heaver  odourless  gas  which  it  is  dangerous 
to  inhale,  and  which  gives  no  warning  of  its  presence.  For  these  reasons,  the 
ventilatioD  of  a  space  wiute  this  practice  is  ioUowed  shonld  be  carefully 
attended  to  before  any  person  is  allowed  to  enter  the  compartment,  the  down 
cast  being  carried  as  low  as  possible. 

It  is  recommended  that  wherever  sulphuric  acid  is  carried  under  deck,  the 
precautions  indicated  above  should  be  observed,  but  it  it  of  oooiae  to  bo 
understood  that  drums  of  sulphuric  acid  should  not  be  Stowed  on  ooil  known 
to  be  specially  liable  to  spontaneous  combustion. 

If  sulphntfe  add  is  carried  as  deck  cargo,  tbe  drums  containing  the  add 
should  be  so  stowed  as  to  be  safe  and  secure,  and  readily  jettismied  in  case  of 
danger,  and  so  that  neither  the  stability  of  the  ship  nor  the  free  oomannieation 
of  the  crew  on  the  deck  is  dangerously  interfered  with. 

Carbolic  Acid. 

The  Court  of  Inquiry  which  investigated  the  circumstances  under  which  in 
January,  igox,  three  seamen  lost  their  Uves  while  endeavouring  to  secure 
some  casks  of  carbolic  add  which  had  broken  adrift,  and  been  stove  in.  wera  of 

S>hiion  that  the  men's  death  was  due  to  absorption  of  carbolic  acid  through 
e  skin,  and  found  that  the  barrels  containing  the  add.  being  what  is  known 
in  the  trade  as  second  dass  barrels,  were  not  vp  to  tiie  vsoal  standard,  and 
that,  while  stowed  properly  and  in  the  usual  manner,  they  were  not  sufficiently 
■©cured  from  shifting  by  being  tommed  down  from  the  upper  deck.  The 
vOort  considered  that  special  care  should  be  taken  in  connection  with 
add  :  that  the  casks  in  which  it  is  shipped  should  be  tboronghly  sound  and 
fitted  to  withstand  the  risk  of  bad  weather  :  that  care  should  be  taken  as  to 
the  manner  and  place  of  stowage,  so  that  in  the  event  of  bad  weather  the  danger 
•M  risk  may  be  minimiawl.  and  that  aU  those  who  are  called  upon  to  handle 
8u(^  cargo  should  be  niade  awaie  of  the  raecial  danger  incvfrodWabsofvite 
of  the  add  throogh  the  ddn. 


DANGEROUS  GOODS 


PttosrooBic  Acid. 
There  is  no  objection  to  the  shipment  of  Phosphoric  Acid  under  deck  if  it  is 
contained  in  strong  stoppered  bottles  packed  with  wool  or  sawdust  in  strong 
noodan  cases,  each  containing  not  mem  than  six  bottles. 

Picric  Acid. 

The  Board  of  Tnde  have  advised  their  Surveyors  in  November,  1910.  that 
they  need  imise  no  objection  to  Picric  Acid  being  carried  under  deck  without  a 
magazine  in  ships  ot&«r  Uttn  emigmat  ahips.  il  the  lt>l]owiiig  coodittoiis  at* 
complied  with,  vis, : — 

(i.)  The  packages  must  be  of  sufficient  strength  not  to  allow  any  of  their 

contents  to  escape  when  subjected  to  rough  usage, 
(t.)  It  most  be  stowed  away  from  boilers  and  strong  nincml  addti  faiilts» 

etc.,  and  not  in  contact  with  lead. 
(3.)  Each  package  must  be  marked  as  follows 

"  EspMves  Class  III.,  Division  a. 
"  Picric  Acid. 
Of  not  crystals  state  percentage  of  water.) 
"  To  be  slowed  away  from  boilers,  also  strong  mineral  acids, 
paints,  etc..  and  not  in  contact  wilii  lead." 
I4.)  Subject  to  these  piiiviak>ns  the  total  quantity  of  picric  acid  to  be 
Stowed  on  board  any  one  ship  is  limited  by  the  proviso  that  not  more 
Itian  Ion  tons  may  be  carried  in  each  separate  hold  or  compartment. 

Nitre  Cake. 

Nitre  Cake  is  a  by-product  of  the  manufacture  of  nitric  acid  and  contains 
free  sulphuric  acid  and  sulphate  of  soda,  with  a  small  percentage  of  free  nitric 
acid,  when  dry  it  is  harmless,  but  it  absorbs  moisture  very  readily  from  the 
air  and  when  wet  will  corrode  wood  or  iron.  It  will  also,  when  in  contact 
witii  iron,  cause  hydrogen  sas  to  be  given  ofi.  Masters  should  always  be 
ittlormed  of  these  qualities  of  the  substance. 

When  shmped  for  abroad  on  long  voyages  it  is  advisable  that  it  should  be 
fncked  perfectly  dry  in  strong  airtight  vessels,  or  that  other  efficient  means 
Slionld  be  taken  to  guard  against  the  risk  of  corrosion  and  of  evolution  of  gas. 
It  should  not  be  carried  in  bolli 

When  carried  coastwise  nitre  cake  may  be  shipped  in  bulk^  provided  it  is 
sliipped  dry.  and  kept  dry,  and  that  the  hold  is  efficiently  ventilated.  The 
hold  shooid  be  thoroughly  cleansed  after  the  discharge  of  the  cargo. 

Chlorate  of  Potash. 

Chlorate  of  Potash,  although  by  itself  incombustible,  is  a  far  more  intense 
supporter  of  combustion  than  saltpetre  ;  some  of  the  mixtures  of  combustible 
■niatteri  and  chlomte  of  potash  are  liable  to  spontaneous  combustion,  and  all 
such  mixtures  are  swisitive  to  percussion,  especially  when  it  is  combined  with 
friction.  Moreover,  some  chemicals  have  a  very  violent  action  on  this 
snbstance,  and  many  mixtures  of  eombaitfbie  substances  and  chlomte  of 
potash  are  set  on  fiie  if  acted  on  by  strong  sulphuric  acid. 

These  properties  render  the  following  precautions  necesmry  to  eniilie  the 
safe  carriage  of  this  substance  on  board  ship. 

(I.)  The  chlomte  shooid  be  packed  in  iron  drums,  or  If  that  is  not  possible, 
in  paper-lined  casks  of  sufficient  strength  not  to  allow  any  of  their  contents, 
to  escape  when  subjected  to  rough  usage. 

(2.)  Casks  or  drums  containing  the  ddomte  should  not  be  stowed  in  the 
same  hold  with  combustible  mntariala,  or  should  be  sepaimted  from  such 
tnbttances  by  a  partition. 


BAHGEIOUS  GOODS 


79 


(3.)  They  should  not  be  stowed  in  the  neighbourhood  of  the  strong  mineral 
acids,  especially  sulphuric  acid,  in  such  a  manner  that  any  escaping  add  could 
feach  the  c3iomte.  ,  , 

(4.)  Not  more  than  ten  tons  of  chlomte  of  potash  shouM  be  earned  m  one 

hokl. 

Amorphous  Phosphorus. 

Amorphous,  or  Red,  or  Schiotter's  Phosphorus,  which  is  wholly  distinct 
to  its  physical  diaracteristics  from  ordmary  or  yellow  phosphorus,  is  not  liable 
to  spontaneous  combustion  and  does  not  take  fire  in  air  until  it  Is  heated  to 
260"*  C.  or  500"  F.  ^ 

This,. although  a  low  temperature  as  compared  witii  most  other  substances, 
is,  nevertheless,  consadecalriy  above  the  temperature  of  the  ignition  of  dynamite 
or  similar  explosives  as  well  as  that  of  most  varieties  of  matches.  It  is  a 
temperature  which  on  board  ship  would  not  be  reached  except  throu|;h  fire. 

No  objectk>n  need  be  taken  to  its  stowage  below  deck,  provided  it  is  packsd 
in  tto. 

It  may  be  added  that  shipments  are  usually  made  in  10  lb.  tins,  ten  tms 
bemg  stowed  in  a  case,  and  that  it  is  not  necessary  to  preserve  this  i^o^horus 
under  water. 

SuLPHXDB  OR  Sodium  and  Sux^btob  of  Potassiuii. 

The  Sulphides  of  Sodium  and  Botassium  m  tiie  dry  or  anhydrous  form  are 
liable  to  spontaneous  oombnetion  and  should  be  packed  in  strong,  air-tight 
vessels,  such  as  steel  drums. 

In  the  hydrated  condition  the  sulphides  of  sodium  l^ld  potassium  are  not 
liable  to  spontaneous  combustion,  and  no  objection  need  be  raised  by  an 
Officer  of  the  Board  of  Trade  to  their  shipment  on  this  account. 

Pbroxiob  of  Sodium. 
Peroxide  of  Sodium  by  itself  is  not  an  explosive,  but  it  becomes  dangerous 
when  it  comes  into  contact  with  any  combustible  substance  ;  it  should 
therefore  be  packed  in  iron  or  steel  drums  sufficiently  strong  to  stand  rough 
usage  without  alloMring  any  of  their  contents  to  escape,  and  not  too  large  for 
ready  handling.  The  drums  shouki  not  be  stowed  In  a  space,  containing 
combustible  materials. 

Caustic  Potash. 

Caustic  Potash,  i.e..  the  solid  hydrate  of  potash,  when  packed  in  iron  or  sted. 
drums,  may  be  carried  with  safety  below  deck,  provided  the  drums  are  so 
placed  that  no  leakage  from  them  can  come  toto  direct  contact  witii  crew  or 
passengers. 

Bi-sdlphidb  of  Carbon. 

Bi-sulphide  of  Carbon,  or  Carbon  Bi-sulphuret,  is  "  Dangerous  Goods  *' 
within  the  meaning  of  section  446  of  the  Merchant  Shipping  Act,  1894,  and 
should  therefore  be  marleed  as  required  by,  that  section. 

It  is  a  ookmrlesB,  heavy,  mobile,  volatile  liquid,  which  evaporates  very 
quickly.  It  produces  a  pressure  in  any  closed  vessel  containing  it.  It  easily 
passes  through  the  smallest  opening,  and  it  is  very  difficult  to  keep  the  drums 
tight  hi  whidi  it  is  stored. 

It  is  not  liable  to  spontaneous  combustion,  but  both  the  liquid  and  its 
vapour  take  fire  at  very  low  temperatures,  the  liquid  at  rather  a  lower  tempera- 
ture than  the  vapour.  The  vapour  has  a  tendency  to  travel,  and  if  it  finds  its 
way  to  any  surface  sufficiently  warm  to  ignite  it,  tiie  flame  will  flash  back 
and  ignite  the  liquid.  This  is  known  to  have  occurred  when  the  liquid  was 
at  a  distance  of  20  feet  from  the  warm  surface.  The  mere  striking  together 
of  two  pieces  of  iron  within  the  toflammable  atmosphere  may  cause  ignituin. 


So 


DANGEROUS  GOODS. 


MMoibies  tliat  of  ionl  vifttmbte  matter.  ^i— 
Bi-rolphide  of  carbon  should  be  carried  in  strongly  made  and  perfectly 

capacity  each.    The  drums  should 
2Uf^2Jr?S^  by  hydraulic  pressure  to  at  least  40  lbs.  per  square 

5?!!rJi?*  •/ef^,5»^ **        w  P«  cmt.  Aonkf  be  l2it  in 

2?i^2J!!SrJf  e3q)ansion  of  the  hquid.  Drums  of  the  Uad  employed  by 
tte  Goveminent  of  India  for  the  shipment  of  ether  are  leoommended  for  th^ 

^*'?^driims  should  be  packed  in  ttfonf  wooden  caiee  (ufaich  diooM  be 
perforated)  with  not  more  than  two  drums  in  each  caae.  eadi  drum  beiiur  la  a 
semiate  compartment  of  the  caae.  * 

It  should  be  niTied  aa  deck  cargo  only,  the  utmost  care  being  taken  ta 
protect  It  from  the  rays  of  the  sun,  or  lights,  or  sparks  ;  sail  cloth  (not  black 
S?*^^**  suggested  as  a  covering.  It  should  be  stowed  apart  from  aU 
omer  goods.  Aether  dangerous  or  not,  and  kept  at  a  distance  from  all  steam 
pipes,  funnels,  or  other  heated  objects,  and  from  aU  hatchways  or  other 

7?"^*— *^)^  V*^'^^^"'  all  living  quarters  of  the  vessel ;  Mid  sraoUnff 
m  Its  vicimty  should  be  strictly  prohibited. 

i-/i2.^^L*^°^**^*™^*^*  J^™"  examined  at  frequent  intervals 

(at  least  twice  m  24  hours),  during  dayhght,  to  ascertain  tf  there  is  any 
•3?fi  ™  if  any  leakage  is  detected,  even  by  the  presence  of  the  odour 
Wve  described  m  the  vicinity  of  the  packages,  they  should  be  immediately 
Unown  overboard ;  and  it  is  ImiiortMit  tiiat  the  peison  making  these 
examinations  should  know  that  leakages  sufficiently  large  to  be  very  dimgerona 

fm  Hie  ontsiae  01  the  dmms  to  mdicate  their  presence. 

Sulphur  Dioxide. 
X>ii%»hiir  Dbxide  Is  nnther  combustible  nor  explosive,  is  not  corrosive  (in 
aqnaiMtis  aiid  oi  of  vteM  are),  and  is  not  "  Dangeroua 
lioods  ^  within  the  meanmg  of  section  446  of  the  Merchant  Shtoptng  Act 

Liquid  Ammomu. 

Ammoniacal  gas  comprcised  into  liquid  form  dionM  be  classed  witli 
Mgeious  goods,  not  only  on  account  of  the  danger  of  explosion  involved 
ijeo  It  is  not  contained  in  vessels  sufficiently  strong  to  withstand  the  nmrou 
Jiiidi  may  be  produced  by  a  rise  in  temperature,  but  also  on  acooimt  ol 
highly  dangerous  natuedE  the  gas.  * 

I^e  foUowingpieGautioiisshoaM  be  adopted  v^ea  tills 
board  ship : — 

Itjlioifld  only  be  packed  in  iron  vessels  which  have  been  satisfactorily 
laM  TO  to  a  pressure  of  675  lbs.  per  square  indi.  and  dionld  be  itond  in  a 
pait  of  ^e  ship  beyond  the  influence  of  any  heat  Irom  boHem  or  Mknaosi,  and 
femote  from  the  living  quarters* 

The  aqneons  soteOMi  of  aimnonia,  of  a  specific  gravity  of  -880  at  «o*  F. 
be  conveyed  in  drums  not  exceeding  13  gaUons  in  capacity,  with  la 
mwty  space  equal  to  5.33  per  cent,  left  in  eaclidnifli.  There  is  no  oMedlS 
to  flie  nse  of  enamelled  drnms. 

ii  ior  carriage  on  board  iMp,  drums  should  be  cipabli  of  ttummmmM^ 
a  pressure  of  66  lbs.  per  square  inch,  and  should  be  packed  in  cases  withnol 
mwe  than  four  drums  in  a  caae,  the  interstices  being  filled  with  sawdust. 

M  for  diort  voyages,  andk  as  to  Ireland  or  theOmtinent.  the  drums  need 
Mt  be  packed  in  cases. 

At  a  temperature  above  lao*  F.  the  eiqNUiiioil  of  Vu^M  llUBOIlin  ii  mid. 
and  a  nsk  of  explosion  mndi  mcreaaed. 


DANGEROUS  GOODS.  81 

Care  should  therafoie  be  tsim  not  to  expose  drums  containing  this  liquid 
to  the  rays  of  the  sun  or  to  the  influence  of  heat  from  boilers.  It  should  be 
cyyd  well  away  from  the  living  quarters,  as  deck  cargo  only,  and  should  not 
be  oovcied  wHh;  black  tarpaulin. 

Ammonia  solution  of  a  specific  gravity  of  -959  and  upwards  is  exempted 
from  the' operation  of  the  above  instructions. 

Small^  quantities  of  liquid  ammonia  for  pharmaceutical  purposes  may  be 
carried  in  glass  bottles,  if  stowed  wiHi  such  precautions  and  in  such  places 
ftiwvtt  deck  as  may  be  a^ioved  by  the  BoaiA  officers. 

DmmoBBMzoL. 

Dlnitrobenaol,  aHhongh  a  constitnent  of  certain  powerful  expkisives, 
presents,  when  unmixed  with  other  substances,  no  ^tures  that  may  be 
d^cnbed  as  dangerous.  It  is  unnecessary  to  lay  down  any  special  rules  witii 
rsgasd  to  ite  canisfe  on  board  ship. 

Naphthaline. 

naphthaline  is  not  an  explosive  and  no  special  risk  attaches  to  its  con- 


LlQUBflBD  CAMBOmC  ActD. 

If  cylinders  of  carbonic  acid  are  carried  aa  cargo,  it  is  recommended  tet 
the  shippers  should  be  asked  to  produce  a  certificate  to  the  effect  that  the 
recommendations  of  the  Home  Office  Committee  of  189s  on  comnrcased 
gas  cylmders  have  been  oompUed  with. 

If  carbonic  acid  is  used  in  a  bar  on  board  a  passenger  steamer,  the  whole 
apparatus,  including  the  cask  containing  the  beer  and  the  bottle  containing 
the  carbonic  acid  gas,  should  be  enclosed  in  a  cupboard  made  of  stout  material 
and  provided  wiHi  a  dose-fitting  door,  wdl  secured ;  the  cupboard  shoeld  be 
ventilated  to  the  open  air  by  means  of  a  pipe  of  not  less  than  2^  inches  diameter, 
andthe  upper  end  protected  by  a  goose  neck.  The  apparatus  should  not  be 
fitted  in  or  near  to  any  sleeping  accommodation  under  deck,  and  should  be 
placed  in  as  cool  a  posraon  as  possible. 

The  pressure  gauge,  and  the  key  for  taming  tiie  vahre  of  tte  botlie.  shonld 
be  out^e  the  cimboaid. 

It  is  assumed  tnat  oidy  one  cylinder  wiQ  be  used  at  a  time,  that  it  does  not 
contein  more  than  20  lbs.  of  gas,  and  that  it  complies  both  as  to  -^I'fftlr 
and  test  with  the  recommendations  of  the  Home  Office  Conmiittoe. 

MATCBS8. 

Vestas  may  not  be  carried  on  emigrant  ships.   There  is  no  objection  to 
^or  shipment  on  other  vessels,  provided  they  are  padted  in  tin-^ed 
tii^t  eases. 

Safety  matdies  may  be  carried  on  emigrant  ships  if  packed  in       or  tim- 
lined  hennatical]^  isslBd  cases,  and  stowed  in  thaafnaiaolthelMBtehnay. 

OiLXD  MatbAials. 
There  is  reason  to  believe  that  materials  which  have  been  dressed  or  soaked 
]^  Mis,  either  raw  or  boiled,  sudi  as  oiled  dothing.  oUed  silk  or  cotton  goods, 
eued  pi^Mr,  etb.,  iHhelher  in  the  piece    used  for  r«^^««g  purposes,  are 
to  spontaneous  combustion,  more  espec&i^y  if  mt  goods  aia  iuiiiIh  aMsn- 
tactoied  and  have  been  insufficiently  dried. 

-^tei  containing  oiled  goods  intended  for  exportatk>n  as  merchandise  ftKni^id 
be  perforated  or  otherwise  ventilated?  and  shonld  be  nuM  as  xeqnired  by  " 
«e^n  446  of  the  Merchant  Shipping  Act.  1894. 

^Whoi  oiled  materials  are  used  for  packing  care  should  be  taken  to  see  that 
^mfmift  been  properly  dried,  and  that  the  various  folds  do  not  overlap  in  snch 
*  ^'^Tf*  to  bciaii  israal  thldnenei  oi  lha  sMteiiBl 

wwiwniPB.  Q. 


DANGEROUS  GOODS. 


where  they  can  be  wta0fy  fot  at. 
Oitod  clothing  is  someliiiM  pulDed  in  benaeticaUv  seated  qietal-lined  cases 
utt  Hie  ol^iect  of  fm«lii<ling  a&  from  tiie  goods.   If      solderiBg  is  carefully 
aifimdtd  to,       if  the  goods  have  been  seasoned  for  at  teast  a  month  after 
mannfactavs.  it  is  Mwved  liiat  tiMPS  will  be  no  lisk  of  spontaneous  oon»- 


Inodorous  felt  is  generatty  made  from  the  refuse  of  flax  or  jnte  treated  with 
resin  previously  moistened  by  miirtafe  with  oils  of  mions  descriptions 
(inciading  paraffin). 

At  a  special  meeting  of  the  Fdt  Biakers'  Assodation  held  in  London  in 
Jannary.  1885.  attention  was  called  to  the  frequent  occurrence  of  spontaneous 
oombiistion  in  Inodorous  Flit  on  board  ship,  and  the  following  Resolutions 
liSie  wwanimrHialy  adopted : — 

S.  That  inasmuch  as  Inodorous  Felt  is  liable  to  spontaneous  ooinbiaStion« 
in  future,  no  Inodorous  Felt  be  shipped  to  foreign  ports. 

t.  Tiat  the  following  notice  shall  be  placed  on  all  letters  relative  to 
Inodofoas  Felt  for  shipment  abroad  : — 

**  Inodorous  Felt  being  liable  to  spontaneous  combustion  should  not 
*'  be  shqpped  lor  transmission  abroad,  but  if  you  wish  to  do  so  please 
**  see  tiie  Ifeidiaat  Shipping  Act  of  1894.  sectkms  446  and  447." 

TMb  notice  to  be  printed  in  red  and  pasted  on  the  invoice  of  all 
orders  where  there  is  the  slightest  suspicion  that  it  is  intended  for 
transmission  abroad. 
It  una  alK>  subsequently  agreed  to  mark  prominently  on  eadi  frame  the 
Uncds  '*  Inodorous  Felt,"  in  red  letters  if  inches  long, 

Ibiodorous  Fdt  may  not  be  carried  at  all  on  emicrant  shhps.  When  carried 
on  other  vessels,  it  sbonld,  if  slowed  under  deck,  be  placed  ^lere  it  is  easily 
aceessibte ;  it  Aonid  on  ao  aoooont  be  txeatsd  as  geoeial  cargo  and  coveicd 
with  otiher  goods. 

Inodorous  Felt  should  not  be  confounded  with  tarred  roofing  and  sheaHiing 
leits,  from  wliiGii  it  can  genecally  be  distinguished  by  its  lighter  colour. 

No  definite  rule  is  laid  down  with  regard  to  sheathing  and  roofing  felts, 
but  it  is  advisable  that  they  should,  if  carried  under  deck,  be  stowed  in  the 
square  of  the  hatchway,  and  dioald  be  meotkmed  in  Hie  Master's  letter  so 
tbmt  tliey  can  be  jettisoned  in  case  of  fire. 

In  1903  a  file  occurred  on  board  a  vessel  which  carried  two  consignments 
of  felt,  vis.,  ona  of  black  sarking  felt,  made  from  fiax  waste,  coal  tar.  and 
r  pitch,  and  Hm  other  of  farown  sheatiiing  felt,  made  from  jute  waste, 
igel  tar.  and  resin.  The  two  consignments  were  stowed  together,  and 
was  deariy  due  to  spontaneous  combustion.  The  Board  were  advised 
na  was  nothing  in  the  ingredients  of  either  fdt  wfaidi  would  predispose 
1  to  i|M)iitaneons  combustion  ;  that  the  black  felt  made  from  coal-tar  a^d 
nifecli  was  quite  safe  :  but  that  if  the  rolls  of  brown  felt  were  packed  in  the 
Mtfal  a  ship  before  they  had  cooled  to  the  temperature  of  the  surrounding 

Lampblack. 

Spontaneous  combustion  in  the  case  of  Lampblack  is  extremely  rare,  but 
tiMKsis  a  possibility  of  it  taking  place,  and  it  is  thefefoce  recommended  that 
lampblack  shoold  ba  stowed  near  Hie  batdiways*  and  whefo  it  is  protected 
from  the  wet« 

Bcinlsd  pnper  should  not  be  used  lor  packing  lampblack.  If  it  is  pot  op  in 
r  pasmis  and  packed  in  casks,  or  in  caskss  imply  lined  with  paper,  or  in 
I  or  dnunii  H  my  ba  eaiiisd  pn  boaid  sh^  witti  con^aiative  siiiety. 


DANGEROUS  GOODS 


«3 


Carbon  Papers. 

Carbon  papers  which  contain  fatty  substances  and  findly-divided  carbon, 
or  compounds  of  carbon,  are  liable,  under  certain  conditions,  .to  some  risk  of 
q>ontaneous  ignition. 

If  a  limited  number  of  sheets  are  packed  in  air-tight  tins  within  a  soitaUe 
case,  no  objection  need  be  raised  to  their  carriage  as  general  cargo. 

If  carrM  in  any  quantity  and  not  packed  in  sudi  tins  liiey  sbonld  be  carried 
as  deck  cargo  only. 

Tjrpewriting  carbon  papers,  which  do  not  contain  free  carbon,  are  not  open 
to  the  same  objection  and,  if  the^  are  interleaved  with  plain  paper,  and,  when 
in  large  quantities,  packed  in  tm-lined  cases,  there  is  no  oDjectimi  to  tiisir 
carriage  as  gentfal  cargo. 

Glux  PntcBs. 

'  The  Court  of  Inquiry  which  investigated  the  circumstances  lattending  tlie 
abandonment  on  fire  of  the  ship  "  Hollinwood,"  laden  with  wool,  tallow,  g^ue 
pieces,  etc.,  from  Sydney,  New  South  Wales,  found  that  the  fire  broke  out 
m  the  glue  pieoes  slowed  in  the  'twem  decks,  and  that  tiie  fire  mi|^t  possibly 
have  l^n  due  to  spontaneous  combustion.  Dr.  Dupr6  informed  the  Court 
that  he  had  experimented  with  the  specimens  of  various  articles  forming  the 
vessel's  cargo,  and  found  that  with  a  mixture  of  wool  and  glue  pieces,  at  a 
temperature  of  250°  Fahrenheit,  there  was  a  tendency  to  spontaneous  com- 
bustion. He  deduced  from  these  experiments  that  the  fire  on  board  the  vessel 
probably  resulted  from  hair  being  mixed  with  the  glue  pieces,  such  as  might 
be  adhering  to  tiie  taxi  and  ^omm  of  hides  of  animals  of  mduch  the  bales 
of  glue  pieces  were  composed. 

Another  case  has  since  been  brought  to  the  notice  of  the  Board  of  Trade 
in  which  a  fire  broke  out  in  the  centre  of  a  consignment  of  glue  pieces  stowed 
in  the  'tween  decks,  and  tiie  fire  was  attributed  to  ^omtaaeoos  ooadMStkm 

Carbios  of  CALcnm. 

Carbide  of  Calcium  being  "  dangerous  goods "  witiiin  the  meaning  of 
Section  446  of  the  Merchant  Shipping  Act,  1894,  should,  in  addition  to  being 
marked  as  required  by  that  Section,  be  packed  in  hermetically  sealed  tins 
enclosed  in  strong  wooden  cases,  or  in  air-ti^ht  and  damp-proof  iron  drums, 
and  ^uld  be  stored  in  the  most  easily  accessible  part  of  iiiesii^,  all  necessary 
precautions  being  taken  to  keep  it  dry. 

In  the  event  of  such  precautions  not  being  taken  the  vessel  is  to  be  deemed 
to  be  improperly  loaded  and  should  be  detained  as  unsafe  if  any  attempt  be 
made  to  proceed  to  sea.  . 

The  risks  attendant  on  the  conveyance  of  carbide  of  ealdnm  aay  be 
eipressed  as  follows  : — 

When  water  is  brought  into  contact  willi  carbide  of  caktom  it  gives 
rise  to  a  rapid  and  copious  evolution  of  acetylene  gas.  This  gas.  with  air, 
forms  a  violently  explosive  mixture.  Obviously,  therefore,  if  carbide 
of  calcium  is  not  stowed  in  such  a  w^y  and  in  packages  of  such  a  char- 
acter that  water  cannot  possibly  have  access  to  it,  a  very  grave  risk 
may  ensue  ;  and  in  the  confined  space  of  a  ship's  hold,  or  indeed,  any- 
where on  board  ship,  this  risk  might  be  of  a  most  formidable  character. 

In  addition  to  the  danger  of  ei^losion  horn  the  resulting  gas  there  is 
also  a  fire  risk,  inasmuch  as  when  water  in  small  quantities  comes  in 
contact  with  the  carbide,  there  is  a  con^erable  development  of  heat, 
and.  under  certain  conditions,  the  temperature  may  rise  to  a  dangerous 
degree. 

"  Acetyloid  "  differs  only  in  degreefrom  carbide  of  cslciuni,  aadahooid  be 
packed  and  stowed  in  the  same  way. 


DEAD  WEIGHT, 


DAraS.--The  fruit  of  the  date  palm,  which  in  some  countries 
mmm  tint  diief  food  of  the  inhabitants,  as  weU  as  of  animals.  The 
hest  ^Dds  are  those  obtained  from  Maskat  and  Basorah  Dates 
mmB^j^m  m  the  Persian  Gulf  from  August  to  September,  which 
IS  considcfed  the  hottest  time  of  the  year 

Rnc  dfy  dates  may  be  stowed  among  other  caigo.  Wet  dates 
shoiild  h^hept  away  iwm  goods  liable  to  damage,  as  thev  often 
Jam  and  evaporate  huge  quantities  of  moisture  on  the  voyage 

^♦3^1"^  New  York  frin 

Masfcat  and  the  Persian  Gulf. 

Fancy  boxes  id  Dates  fnan  Marseilles,  ,  each  14^  lbs   20  cwt 
stow  in  88  feet.  ' 

^  Dates  are  generaUy  packed  in  gunnies  or  boxes. 

Wet  Dates  in  mat  bags,  or  baskets. 

Never  stow  Wet  over  Diy  Dates. 

ao  cwt.  of  Dry  Dates  stow  in  about  45  cubic  feet. 

ao  cirt.  of  Wet  Dates  in  40  feet. 

DEAD  FRBfGHT.— The  damage  payable  by  one  who  agrees  to 
ship  cargo,  or  engages  to  load  a  ship,  and  fails  to  do  so. 

^  J^Sl*?J?S^5^T^l^  ^PP^^  ^  ^  the  cubical 

contents  of  which  are  less  than  40  cubic  feet  to  the  ton  weight  It 

"^f^^"^  ^  Coal  shall  not  be  con- 

sidered dead  weight. 

The  Editor  of  "Faiiplay"  states there  is  a  very  mixed 
notion  of  what  constitiites  dead  weight.  Some  affirm  that  it 
means  cargo  only^  that  bunker  coal,  etc..  is  additional ;  others 

^l^r^  ^  ^  "^  »ot  stores.  As  the 

matter  »  one  of  great  i«i|»itaioe  I  may  as  weft  say  in  as  few  words 

ZIT^*^  depends  . on  two  things-^place- 

^t^^uTS^r^"^^'  "^  ""^  Hie  displacement  at 
fii^w  may  be  the  diaugfat  is  equal  to  the  weight  of  the  ship  and 

iTtf^'         5^PP^  6f  a  vessel  is  the  weight 

t^^^^^l^^T^'  plus  the  weight  of  the  machineiy, 
S^!?^  ?.^J?^'.!f  ^  spwe  as  required  by  Lloyd's  or 
I2Jr^     •  Ai  over  and  above  this  constitutes  dead 

<  f TfTP"®'  ^  »         ««ies  7,000  tons  d.w. 

^  ^^t2?^,!L?^  5,000  tons  of 

^^h^J^  ^2^'  «if  ^50  tons  of  pioviskms,  water,  and 
any  other  ciects,  making  m  aft  7A)oo  tons.  In  saflfaiF  shios  the 

S  ^^^^ 

ma  AOMs  swe|»l  dean ;  ai  mm  and  abo^  Is  dead  weight,  cargo,  etc. 


DECK  CARGO. 


85 


There  is  also  measurement  cargo,  which  depends  wholly  upon  the 
nature  of  the  goods  carried,  as  to  the  number  of  cubic  feet  which 
constitute  a  ton. 

"  It  is  very  important  that  the  sigmfication  of  the  term  *  dead 
weight '  should  be  perfectly  understood,  as  we  have  known  of  many 
disputes  on  the  subject,  more  especially  amongst  foreigners,  who 
stipulate  that  the  vessel  should  cany  so  many  tons  dead  weight  on  a 
fixed  draught.  Towards  the  completion  the  vessel  they  begin  to 
load  ha  with  stores  of  every  description  for  a  Imig  voyage,  and 
when  at  the  last  they  fill  up  witli  coal  and  find  that  she  wiU  not 
carry  the  dead  weight  on  the  arranged  draught,  they  turn  round  on 
the  builders  ,  and  threaten  pains  and  penalties  of  every  kind,  and 
possibly  sail  at  last  with  the  firm  conviction  that  they  have  been  in 
some  wa|y  outwitted.  In  conclusion  I  can  only  once  more  try  to 
make  it  thoroughly  plain  to  those  interested,  that  when  they  con- 
tract for  a  vessel  to  carry  so  many  thousands  of  tons  dead  wei^t  on 
a  certain  draught,  they  must  understand  that  tttsre  is  included 
everything  over  and  above  the  actual  wdght  of  the  vessdl  ready  for 
sea.  with  only  the  necessary  spare  gear  requiried  by  tfie  Board  of 
Trade,  and  with  the  boilers  filled." 

DECK  GARGO.--Unless  signed  for  in  the  B.L.  as  "  On  Deck  ai 
dipper's  risk/*  owners  are  held  liable  for  safe  delivery,  notwith- 
stamling  any  law  or  custom  of  the  trade  which  may  tend  to  the 
contrary. 

aB  important  point,  and  o«.  that  should  never  be  over- 
looked  by  vesseb  carrying  deck  loads.  Deck  cargo  can  generally  be 
insured  against  loss  at  moderate  rales,  provided  the  risk  is  not  very 
great  or  unusual  Before  receiving  bratvy  deck  loads  the  upper  deck 
beams  shoukl  be  strengthened  by  stanchions  or  supports  from  below. 
In  the  event  of  the  saloon  and  cabins  being  under  the  deck, 
stanchions  should  be  placed  at  different  intervals,  as  required.  The 
main  deck  scuppers  or  waterways  should  be  kept  dear,  and  room 
enough  left  for  anyone  to  get  at  them^o  dear  Out  any  rubbish  which 
might  accumulate  and  block  them  on  the  passage. 

All  articles  carried  on  deck  should  be  well  lashed  down  and 
secured  before  starting  on  a  voyage,  and  while  in  smooth  water: 
Chain  lashifigR  should  be  used  to  bind  timber,  etc.,  well  together. 
They  should  be  taken  from  side  to  side,  the  ends  being  secured  to  a 
permanent  part,  such  as  a  bdlard  or  heavy  ring-bolt,  etc.  This  is 
especially  necessary  when  the  crew  have  to  work  the  ship  on  top  of 
it  Temporaiyraibamd  lifelines  ^ould  be  constructed  foresand-^^ 


DIAMONDS. 


Timber  sbouM  never  be  «iowed  to  bear  any  unequal  strain  on  rhe 
endi ;  the  wdgiit  should  be  equally  borne  along  the  entire  length. 
It  Is  unsafe  in  the  extreme  to  carry  a  heavy  deck  load.  In  smooth 
water  it  seems  al  rigfcrt,  but  in  dirty  weather,  during  dark,  stormy 
nights  at  sea,  it  is  a  source  of  much  danger  to  all  on  board. 

Sec  451  of  the  Merchant  Shipping  Act,  1894,  enacts  that— 
"  Any  vessel  arriving  at  a'  U.K.  port  between  the  last  day  of 
October  and  the  i6th  day  of  April,  from  any  port  out  of  the  U.K., 
carrying  a  deck  load  mort  than  three  feet  high  of  deals,  or  light 
wood,  may  have  to  pay  a  penalty  of  £5  for  every  100  cubic  feet  so 
carried.  This  does  not  apply  to  vessels  in  distress  seeking  shelter. " 

DEMURRAGE  is  a  compensation  payable  for  the  improper 
detention  of  a  vessel  by  the  charterers  or  their  agents.  The  word 
demurrage  means  the  agreed  additional  payments  (per  day)  fw  an 
allowed  detention  beyond  a  period  specified  in  the  agreement.  It 
has  also  a  more  general  meaning*  of  ccnnpensation  for  undue  delay 
or  detention. 

DBAS,  BRAWfiRSt  «tc^-Cases  received  at  New  York  gave 
the  following  results 

One  case  we%hed  505  lbs.  and  measured  51  ft.  4  ins. 

One  case  weighed  504  lbs.  and  measured  62  ft.  8  ins. 

One  extra  case  weighed  515  lbs,,  and  measured  2  ft.  10  ins.  by 
3  ft  9  ins.  by  4  ft.  10  ins.  —  51  ft.  4  Ins. 

In  stowing  they  should  be  kept  4ry  and  away  torn  articles  of  a 
damp  or  oiy  nature. 

DHOiiL^2o  cwt.  in  bags  stow  in  about  50  cubic  feet. 

DIAMONDS.— The  Cape  Cdony  has  exported,  since  the  first 
discovery  of  diamonds  in  South  Africa  in  1867,  more  than  50,000,000 
carats  of  the  predous  stone,  representing  a  value  of  £70,000,000. 
This  enonous  quantity  would  weigh  more  than  10  tons,  and  if  piled 
in  a  heap  would  form  a  pyramid  6  feet  high  with  a  ba^  of  9  feet 
'S(]uare. 

The  biggest  diamond  was  found  in  Jagersfontein  Mine  and  is 
named  the  "  Jageistontetn  Excelsior."  This  is  now  the  largest  and 
most  valuable  diamond  in  the  world.  It  is  of  blue-white  colour, 
vety  fine  quality,  and  measures  3  inches  at  the  thickest  part.  The 
gross  weight  of  this  unique  stone  was  no  less  than  969}  carats,  and 
the  following  are  its  recorded  dimensions Length  2}  inches,  great- 
est width  2  inches,  smallest  width  li  inches,  extreme  girth  iil  width 
5|  inches,  extreme  girth  in  length  6|  inches.  (See  GQld  Specie.) 


DRAUGHT  OF  WATER. 


87 


DRAGON'S  BLOOD,  or  GUM  DRAGON.— A  resinous  exu- 
dation from  trees  of  their  fruits ;  it  is  used  for  various  purposes  of 
mant^Mitaie.  Should  be  stowed  as  a  resin  in  a  cool  part  of  the 
vessel  From  Mia  it  is  generally  exported  in  cases,  six  of  which 
go  to  a  tmi  of  ao  cwt.,  and  stow  in  about  120  feet. 

Chinese  boxes  containing  one  picul  measure  7  to  7  J  feet. 

20  cwt  in  go  f^* 

DRAUGBTT  Oi  WATER.— Sec.  436  of  the  Merchant  Shipping 
Act  1894,  directs:— (3.)  The  master  of  every  British  sea-going  ship 
shall,  upon  her  leaving  any  dock,  wharf,  port,  or  harbour,  for  the 
purpose  of  proceeding  to  sea.  record  her  draught  of  water  and  the 
extent  of  her  dear  side,  in  the  Midal  Log  Book  (if  any),  and  shaU 
produce  the  record  to  any  chief  crfBcer  of  Customs  whaiever  required 
by  him.  and  if  he  fails  without  reasonable  cause  to  produce  the 
record  shall  for  each  offence  be  liable  to  a  fine  not  exceedingTwenty 

^rr^The  master  of  a  sea-going  ship  shaU .  upon  the  request  of  imy 
person  appointed  to  record  the  ship's  draught  of  water,  permit  that 
person  to  enter  the  ship  and  to  make  such  inspections  and  take  su<^ 
measurementsasmayberequisiteforthepurposeoftherecord :  and 

if  any  master  fails  to  do  so.  or  impedes,  or  suffas  any  one  under  his 
control  to  impede,  eny  person  so  apptrinted  in  the  execution  of  his 
duty,  he  shall  for  each  offence  be  liable  to  a  fine  not  exceeding  tive 

pounds.  u  • 

(5 )  In  this  Section  the  expression  "  clear  side  means  the  heignt 
from  the  water  to'the  upper  side  of  the  plank  on  the  deck  from  which 
the  depth  of  hold  as  stated  in  the  register  is  measured,  and  the 
measurement  of  the  clear  side  is  to  be  taken  at  the  lowest  part  of  the 

The  Board  of  Ttade  Regulations  dated  January  12th,  1899,  repeal 
those  dated  June  22nd.  i8g6.  and  prescribe  the  use  of  certain  disks 
and  lines  for  marking  the  load-line  in  the  different  seasons.  A 
certificate  of  the  Survey  must  be  exhilnted  on  board. 

DRUMS,  or  CHINESE  TOM-TOMS,— Packed  in  cases  mea- 
sure 13  to  16  feet ;  weight  varies  according  to  size,  etc. 

DUNNAGE.— Before  receiving  cargo  on  board  ship,  the  holds 
should  be  carefully  provided  with  an  adequate  amount  of  dunnage, 
and  this  should  be  laid  under  the  direct  supervision  of  an  officer  of 
the  vessel,  and  not  left  to  irresponsible  parties.  An  entry  of  the 
amount,  etc.,  should  be  made  in  the  Stowage  Book. 

When  selecting  dunnage  care  should  be  taken  to  use  good,  sound. 


Hit 


DUNNAGE. 


dwn  wood  «dy.  Any  previoodv  used  for  stowing  oU  erease  or 
Jjerjjjj^  -ticl^  should  never  be  used  Juc^tin.^ 

tt^  "  w  *°      unpractised  eye 

*^  Ml  nght,  moisture  may  be  present,  and  when  the  hM 

^  *;?P««f "  takf  place,  and  may  injure  certain 
f  sawdust  remain  in  the  hold  on  thU 

Mcomt.  IWer  rosewood  to  logwiod.  or  get  redwood,  as  it  is  much 

"  Stevens  on  Stowage  "  says  :— 

"A^«.  far  as  possible  loose  dmmage.  such  as  faggots  and 

V4u^ui  iti.iciiiii]ii  TO  loe  piilli|3S,  Iceeping  the  hold  clear  of  water  " 

Tliere  sem»  to  be  no  rale  by  which  coal,  cutch.  horns,  bones, 
gtcm  baniboos,  ot  oilier  artides  of  m  like  nature  may  not  be  used 
i»  dipwi^  md  tbongii  it  may  be  a  common  enough  practice  in 
certam  teaiics  to  do  so.  yet  should  damage  arise  and  a  survey  be 
OOW.  tbe  vessd  nii^t  be  beld  liable  for  improper  stowage  Rattans 
^Miibom^  of  leed  make  fairly  gVod  dunnlge  for  hght 

-  cwllapse  under  a  heavy  pressure  If  used,  an 

OT«  tiudoaeas  is  desimble  to  compensate  for  want  of  strength  and 
stabiMy  No  haid-and-fest  rale  can  be  laid  down  for  dunnaging 
wssete  of  tlie  present  day.  The  foMowing  is,  however,  about  the 
araoimt  requited  Ibr  general  caigo  :^ 

Ho  less  tiian  6  inches  on  the  flocM-. 
From  8  to  lo  inches  on  the  bilges. 
From  I  to  if  inches  on  the  sides. 
From  i|  to  2|  inches  on  the  caulked  'twixt  decks 
&cqit  in  certain  parts,  vessel  b  Hast 

ianfa  or  double  bottoms,  do  not  require  any.   Cargoes  of  jute  or 

the  deck  to  aMow  the  sweat  to  run  down  clear  of  the  bales  Mats 
only  are  of  httle  use  between  the  bales  and  the  ship's  side  they 
rather  t^  to  make  matters  worse  by  getting  rotten  and  turning 
lAick,  It  IS  mui^  better  to  have  one  to  two  inches  of  dunnage! 
«to:h  will  generaiy  prevent  serious  damage  in  this  respect 

If  at  the  end  of  the  voyage  any  cargo  is  found  to  be  damaged, 
there  IS  n^  «^  ^  dificulty  should  it  be  found  stowed 

without  dunnage.  Tic  liability  rests  with  the  ship.  Saihng  ships  re- 

^T:!^'^^  steam  vessels  and 

tHey  sliMid  mcreaae  the  (mount  round  the  masts,  water-tanks,  etc. 


DYNAMITE. 


89 


l>Y£S.— When  coal  Is  heated  in  the  manufacture  of  gas,  benzine 
is  one  of  the  substances  produced.  From  this  an  oily,  colourless 
fluid,  called  AnOine,  is  made,  and  it  forms  the  b^se  of  numerous  dyes. 
The  coburs  i»oduced  include  every  shade  and  tint.  Aniline  blacks 
are  usually  veiy  intense  Uues.  Manufactured  Dyes  are  generaUy 
shipped  in  bottles  or  jars  packed  in  cases,  but  only  in  small 
quantities.   {See  Apothecary  Ware.) 

20  cwt.  stow  in  about  80  feet. 

DYNAMITE.— It  should  be  noted  that  extremes  of  temperature, 
such  as  intense  heat  or  cold,  render  this  article  extremely  sensitive 
and  liable  to  explode.  Detonators  are  generally  packed  in  sawdust. 
Each  tin  contains  about  100  caps.  They  should  never  be  stowed 
with  the  dynamite,  but  be  kept  by  themselves.  Great  care  should 
be  used  in  handUng  cases  of  dynamite  not  to  knock  or  throw  them 
down  roughly,  or  they  may  explode. 

It  is  thought  that  dynamite  will  not  explode  when  fire  is  applied  to 
it,  but  only  by  the  action  of  a  detonator.  The  crew  of  the  Liverpool 
barque  "  British  Monarch,"  which  took  fire  while  on  a  voyage 
from  Hamburg  to  Sydney,  were  wise  enough  not  to  trust  to  this 
opinion.  They  had  ten  tons  of  dynamite  on  board  the  vessel,  and 
when  the  crew  discovered  the  fire  they  tried  to  get  at  the  explosive 
to  throw  it  overboard.  Failing  this,  they  wisely  took  to  their  boats, 
remaining  near  the  ship.  They  put  off  from  the  vessel  about  4  p.m., 
November  20th,  1889  ;  at  i  a.m.  the  next  day  the  fire  reached  the 
dynamite,  and  an  explosion  of  a  terrible  kind  followed.  Pieces  of 
burning  ship  were  shot  up  in  the  air  so  high  that  the  officers  of  the 
whaling  barque  "  Canton,"  being  130  miles  off,  saw  the  burning 
wreckage  droppmg  through  the  air,  which  they  at  first  thought  were 
falling  meteors. 

When  lying  at  anchor  in  any  port  of  the  U.K.  with  explosives  on 
board,  it  is  necessary  to  have  a  continuous  look-out  on  deck  night 
and  day.    {See  Explosives.) 

EARTHENWARE. — In  bulk  or  crates  requires  careful  stowage. 
20  cwts.  in  bulk  will  average  about  125  feet ;  jars,  in  crates,  in 
47  feet.  Earthenware  retorts,  loose,  20  cwt.  stow  in  58  feet.  {Se^ 
General  Cargo.) 

EBONY.— A  hard,  heavy,  black  wood,  the  centre  of  a  tree  shipped 
from  the  East  Indies  and  East  African  ports.  Used  as  dunnage  and 
weight  in  many  instances,  and  is  easily  handled.  It  is  a  valuaUe 
article,  generally  shipped  in  pieces  from  4  to  6  feet  long,  weighing 
^bout  50  to  70  lbs.  Care  should  be  tekwi  in  tallying  it  in  and  out 


EGGS. 


<y{  the  ship.   Forked  or  crooked  pieces  are  often  difficult  to  Stow, 
and  take  up  a  great  deal  of  unnecessary  space. 

SDIBLS  BIRDS*  NESTS.— Should  be  carefully  stowed  apart 
fconi  artictes  liable  to  damage.   (See  Nests,  Edible.) 

EGGS.-Gcnerally  shipped  in  casks,  cases,  dates,  or  jars.  Fresh 
ecgs  in  cases  of  varioiis  slies.  .  Take  every  care  in  handling  cargo 
of  this  nature,  and  do  not  alow  it  to  be  used  for  blocking  off  other 
goods  where  it  would  be  Mable  to  excessive  pressure  or  weight 
Eggs  are  generally  preserved  in  salt.  Hme,  or  bran.  Shipments  o 
eggs  packed  in  lai^e  earth«ware  jars  are  made  from  the  Coromandel 
and  CMttagong  coasts  to  Bunnese  and  Arrakan  pcwrts ;  each  jar 
contains  faun  500  to  i.ooo  eggs,  packed  in  lime  or  chun^  ;  the 
outside  is  piotected  by  a  netwwk  of  ropes  made  of  grass,  and  workea 
round  from  the  neck  to  the  bottom,  the  two  ends  formmg  a  ^mmet 
or  strop  which  is  used  to  hoist  the  jars  in  or  out  Great  care  is 
Mcessary  in  banding  such  fragile  articles;  the  least  knock  will 
break  the  wlu^  thing  to  pieces. 

In  stowing,  one  height  is  aH  you  can  get.  Have  each  package 
caref uEy  wedged  off  to  prevent  shifting  at  sea. 

Stow'nothing  on  top,  as  the  packages  wiU  stand  no  outside  pres- 
sure. This  kind  of  cargo  should  be  carried  only  at  shifp&t  s  risk. 

ELECTRIC  TELEGRAPH  CABLE.-Stow  in  large  circular 
water-tight  iron  tanks,  etc. ;  coiled,  and  under  water. 

ELEPHANTS'  TEETH.— In  bundles,  cases,  or  loose. 

Being  a  valuable  article  it  should  be  stowed  m  a  safe  place.  Uil, 
grease,  or  add  has  an  injurious  effect  in  destroying  the  colour  and 
value  of  ivory. 

EMERY  STONE.— Nearly  equal  in  weight  to  ordinary  uron  ore. 
It  is  found  with  other  minerals  in  large  quantities,  is  notaffected 
by  heat  or  cdd,  and  is  not  injured  by  contact  with  other  goods. 

ESPARTO  GRASS.— Generally  known  as  Alfa,  ^^j^J^ 
state  it  resembles  prairie  grass,  only  the  stems  are  longer  and  thicker 
when  full  grown.    It  is  packed  in  bal^. 

Spontaneous  combustion  has  taken  0ace  on  board  one  or  two 
ships  loaded  with  Esparto  grass  ;  they  ^^^'fj^*^*;?^ 
abandoned  at  sea.    Sailing  vessels  carry  about 
registered  tonnage  (including  deck  load)  of  pressed  bales.  Suffiaent 
ballast  is  absolutely  necessary.  . 

A  steamer  carries  of  weight  from  75  to  85  per  cent,  of  hisrrcgistared 
net  tonnage,  the  latter  being  considered  the  maadmum  for  a  good 


ESSENTIAL  OILS. 


carrier.  A  variation  of  these  figures  will  occur  according  to  the 
condition  and  texture  of  the  grass  when  shipped.  In  most  in- 
stances the  weight  turns  out  short  on  delivery. 

ESSENTIAL  OILS,  etc.— Essential  OUs  (or  Ethereal  Oils)  are 
substances  which  in  their  chemical  composition  differ  from  common 
oils,  but  are  allied  to  resins,  into  which  they  insensibly  merge  at 
ordinary  temperatures.  They  possess  a  burning  taste  and  pungent 
odour  ;  sparingly  soluble  in  water,  they  dissolve  readily  in  alcohol, 
common  oil,  etc. 

The  following  is  a  list  of  the  principal  Essential  Oils : — Orange, 
Neroli  Bergamot.  Lemon,  Lime,  Pepit  Grain,  Bitter  Almond, 
Lavender,  Rose,  Peppennint,  Mint,  Rosemary,  Marjoram,  Thyme, 
Carraway,  Anise,  Sweet  Fennel,  Cajaput,  Sassafras,  Cinnamon, 
Cassia,  Cloves,  Pimento,  Nutmeg,  Sandalwood,  Rosewood,  Ge- 
ranium, Winter  Green,  PatchouU,  Vetiver,  Citronelle,  Cedarwood, 
Juniper,  Calamus  Dromiticus,  Mustard,  and  Lemon  Grass. 

In  receiving  Essential  Oil  for  stowage,  remember  they  are 
generally  of  great  value,  consequently  demand  caref ul ,  handling  ; 
they  are  also  highly  scented  and  pungent,  so  that  notwithstanding 
however  well  and  carefully  packed,  they  will  certainly  impregnate 
other  articles  in  the  same  compartment.  Extra  consideration  is 
therefore  necessary.    {See  Oil.) 

20  cwt.  in  iron  drums,  with  wooden  bands  outside,  stowed  in  50 
cubic  feet. 

Essential  Oils  from  Canton,  Cassia,  Peppermint.  Aniseed,  in 
cases.  Case  contains  either  one  large  tin  (usually),  or  glass  bottles 
packed  in  paddy  husks  ;  measurement,  3  feet  per  case,  and  weight 
balf-picul  net : — 

Cassia  Oil  is  valued  §290  to  S300  per  picul. 

Peppermint   $400  1,  $500    „  „ 

Aniseed  Oil   $400  „  $500   ,»  „ 

EXPLOSIVES.—Any  article  of  a  dangerous  or  explosive  nature 
should  only  be  received  on  board  as  cargo  under  special  arrange- 
ment :  then  promptly  stowed  in  its  allotted  place.  For  instance, 
powder,  dynamite,  gun-cotton,  etc.,  should  be  stowed  away  as  it 
comes  over  the  side,  and  not  left  hang  about  the  dedc  waiting  for 
work  to  be  done  that  should  have  been  arranged  for  and  fini^ied 
previous  to  its  arrival.  Rockets,  Uiie4ights,  and  other  explosives 
for  use  on  board  ship  should  be  kept  in  their  magazines,  and  when 
received  or  landed  ^uld  be  carefully  handled.  Ko  ^okmg  or 
lights  of  any  kind  to  be  allowed  when  such  articles  are  about. 


EXPLOSIVES. 


In  Colombo,  Galle,  and  other  Eastern  waters,  the  following  rule 
is  enjoined  within  the  limits  of  the  ports  : — *'  Vessels  with  more  than 
5  cwt.  of  explosives  on  board  not  to  enter  harbour  unless  explosives 
are  m  a  magazme. 

When  Government  powder  or  combustibles  are  shipped  for  con- 
ve3^nce  under  the  Admiralty  regulations,  a  magazine  is  considered 
necessar^^  by  the  authorities  ;  and  the  owners  are  paid  freight  on  the 
external  measurements,  not  on  the  tonnage  only  of  the  powder  or 
cionibustibles.  A  magazine,  however,  is  not  often  require  for  small 
quantities.   (See,  Gimpowiter.} 

€ttiitiiiii.^t<iwage  of  %na]s  of  Distiiess :  Blaster  and  Owneis 

iM  dmjgilUl'ft  wCaoCTO  ale  .Ulltw H^KSjf"^ 

(1)  Hat  nothing  wkiteiwr,  of  any  kind,  wliether  explosive  or 
otherwise,  should  he  canied  in  the  same  nugaziiie  or  receptacle  with 
gunpowder. 

(2)  That  nothing  whatever  of  any  kind,  whether  explosive  or 
otherwise,  should  be  carried  in  the  same  magazine  or  receptacle  with 
signals  made  of  "  gm-cotton  "  or  "  cotton  powder." 

(3)  And  that  rockets,  Mae-lights»  and  all  fire-works  "  should  be 
canied  in  separate  boxes,  which  should  not  be  kept  below  the 
weftther  deck. 

(4)  The  Board's  officers  have  been  directed  to  see  that  the  above 
lastniGtions  are  complied  with  before  granting  deaiances  to  emigrant 
ships,  or  declarations  to  passenger  steamers. 

(By  Older  of  the  Marine  Department,  Board,  of  Trade.) 

EXTBACTS   FItOM   THB   REGULATIONS    FOR    THB   CORVXYAITCB   OF  GOVERN- 

Msmr  Stokss  thkovgh  the  Admiralty  SmnmfG  Agents.  Issued 
wf  vDm  iiniiimitj,  jingnic,  igi>5*' 

£9IPi4l8IVBS. 

JO.  BBplosives  shipped  by  Gowrnment  are  divided  into  thiee  Gffliips, 
whkh  are  sub-divided  into  Divisions.  -A  label  will  be  affixed  to  each  packBga 
denoting  the  group  and  division  to  which  the  contents  belong. 

SxpioBEvct  lor  Ifaval  Service  are  subject  to  tlie  same  regiUations  as  those 
ftir  Atnij  Sirvioe.  hat  an  to  be  ttowcd  in  separate  magaaneB  or  partitioned-fltf 

tit  Sh^iping  Agents'  Surveyor  will  sdect  the  position  for  the  magaxines, 
aad,  m^ien  ma^iiiiies  are  not  required,  the  i^aces  where  tlii''Bai|do^ires  are  to 

Hie  magaxines.  portable  magaadnes  or  boxes,  and  partitioned-ofi  spaces 
for  Sa^iiottvea  not  requiring  magasines  are  to  be  constructed  by  the  Owners 
4it  their  enpenae.  .  •  . 

The  construction  is  to  be  in  accordance  with  the  Specification,  Appendix  B  , 
aad  is  to  be  subject  to  the  approval  of  the  Ordnance  O&cer  of  the  Department 
dipping     ftepii.  to  whon  Iht  Oii^ 


EXPLOSIVES. 


9i 


notice  of  the  date  on  which  the  vessel  will  be  ready  to  receive  the  Explosives. 
The  port  r^^lations  for  the  shipment  of  Explosives  are  to  be  adhered  to 

All  ships  with  wooden  masts,  conveying  any  quantity  of  Explosive^ttSkf 
Group  I.,  are  to  be  fitted  by  the  Owneis  with  a  lightning  Condodor  at  Hl^ 
Main,  and  with  additional  conductors  if  speciaUy  ordered.  In  the  case  of 
ships  built  of  iron  or  steel,  and  having  iron  or  steel  masts,  with  wire  rigging 
Ipom  Hie  mast  head  makmg  divert  contact  to  the  hull.  Lightning  Conductors 
are  not  required  where  the  quantity  of  ExplosiveB  to  be  carried  is  under  50 
tons  ;  but  when  50  tons  or  over  are  to  be  carried,  one  or  more  conductors  aio 
to  be  fitted,  as  may  be  deemed  necessary  by  the  Surveyor. 

Lightning  Condncton  ace  not  required  in  the  case  of  Exploaives  of  GroopIL 
or  III. 

«l. — (a)  The  Explosives  comprised  in  Group  I.  (except  as  provided  in 
SscfioM  (0)  )  are  to  be  placed  in  magazines  to  be  built  in  accordance  with 
the  ^»eciacation,  page  73 ;  and  the  following  dassification  ddioleB  how 
thBjr  ato  to  he  stowedin  the aewal  Bug»xin«8 :  

GROUP 

tHvition  i,— Cordite  in  bulk   

Cordite  cylinders  without  igniter  ... 
WalHwUte  .•«      .••  ... 

Gunpowder,  except  that  which  has 

been  wetted  

Cannon  cartridges  filled  with  gun- 
powder, ballistite,  or  cordite;  ex- 
cept Q.F.  cartridges  but  including 
all  charges  for  Q.F.  cartridges. 
Poftt  powder  ...  ... 

Igniters,  powder   

Cordite  cylinders  fitted  with  igniter 

Bags,  primer,  filled  4 

Charges  and  primers,  impolse  torpedo 

Fuze,  instantaneous  

^uicl^  match  ...   


1 


May  be  placed  in 
one  magazine  and 
with  Group  HI., 
3. 


It 


•t 


3.— Guncotton.  dry  „ 

Dynamite   

Exploders,  filled,  for  lyddite  shell  ... 
BItttiag  gelatine 

Tonite  ■ 

Gelignite  

3.—- Picric  acid 


May  be  placed  in 


••• 


-   •••      ••■      Must  be  placed  in  a 

magazine  by  itself. 

%  All  the  magazines  are,  ae  fisr  as  practicable,  to  be  placed  so  as  to  be 

approached  by.  and  coDtiguous(  to,  the  same  hatchway;  but  they  aro  to  be  aa 
far  aoart  as  possible  an4  with  suitable  cargo  between  them.and  no  other  efeona 
aie  allowed  to  be  placed  with  the  Explosives  in  the  magazines. 

(c)  The  magazines  for  Divisions  2  and  3.  when  in  steam  vessels  are  to  be 
placed  so  thst  there  is  a  compartment  with  iron  bulkheads  between  them  and 
the  engine-room  or  stoke-hold.  or  if  there  are  not  sufficient  compartments  to 
admit  of  this,  though  there  aro  two  hatchways  in  the  length  of  thehold.  tfMy 
nay  be  placed  adjacent  to  the  hatchway  furthest  from  the  engine-room  or 
^ke-hold.  but  so  that'  no  part  of  a  magazine  is  less  than  30  feet  distant  there- 
im :  Hid  in  all  ships^  magasineB  fartbese  BnAonves  are  to  be  placed  6fest 
aefhy  BiMB  the  ship's  side  and  contiguous  to  the  hatchway. 

•  Each  packsge  willbear  a  label  having  a  fed  diae  iadicaling  the  Gam^ 
the  amiibor  of  the  Diviwm  h|ii«  ahowa  inlU  eaatie. 


EXPLOSIVES. 


(<l)  Befom  Explosives  comprised  in  Group  I.  are  shipped  on  board  steam 
vcsaeb  the  furnace  iies  must  be  properly  banked,  and  all  other  fires  and 
lif  Ills  axtinguislied.  Tlie  shipments  will  be  made  under  the  personal  direction 
wtheoftoers  of  the  Ordtianoe  Department  shipping  the  stores,  by  whom  thf 
key  of  the  magazine  scuttle  will  be  delivered  to  the  master. 

l§\  K  maflw^Mn**  will  not  be  required  for  quantities  not  exceeding  so  feet  m 
DivWoB  I.  and  15  feet  of  Diviaioaa  a  and  3.  which  quantities  are  to  be  stowed, 
easy  of  aooess»  in  a  place  of  security  to  be  approved  by  the  Ordnance  Officer  of 
the  D«pattment  shipping  the  ston».  The  p^kagw  of  wplosi 
]>ivisi0B«i11  be  placed  in  boxes,  to  be  provided  by  the  ship  (at  described  m, 
the  Spediartion.  page  73).  and  placed  in  position  in  the  vessel. 

m  In  sailing  vessels  engaged  for  the  conveyance  of  explosives  of  Group  I.,  the 
weight  in  tons  of  coal  and  patent  fiiel  alkmed  to  be  shipped  will  not  exceed  one- 
ioiirth  of  the  ship's  registered  tonaage  whea  Ilia  f  itntity  ol  aspiosive  exceads 
that  sppctfied  in  Section  [e).  ,  •  1  • 

tel  The  use  of  mineral  oils  for  lighting  purposes,  except  when  special  permip^ 
sioo  has  been  gIveBfor  the  uscof  a  particuh»  description  of  such  oil  (which  must 
be  in  iron  oaits  or  tanks,  and  stowed  where  approved  by  the  Shipping  Agents' 
Survevor),  and  the  conveyance  of  petroleum  '  or  equally  inflammable  oils  or 
spirits'  as  cargo,  are  prohibited  in  ships  engaged  for  the  conveyaaee  of  Explo- 
sives of  Group  I.,  except  when  the  quantity  of  explosives  does  not  exceed  that 
specified  in  Section  {e).  Spirits,  such  as  rum,  brandy,  etc.,  and 
'vamishes,  and  similar  articles  in  common  use,  are  not.  however,  prommted ; 
bat  when  shipped  they  must  be  stowed  with  two  water-tight  bulkheads  between 
them  and  the  magattne  or  partitloaMMr  space  containing  Explosives  of  this 

The  explosives  comprised  in  Groapa  II.  and  IH.  dojaot  require  to 
be  plaoed  in  magazines,  but  must  be  stowed,  whenever  practicalBe.  in  a  space 
pMidtioned  off  from  the  other  cargo,  divided,  where  necessary,  mto  compart- 
ments, or  in  boxes.  *  ji«  j  u  it       a  - 

When,  however,  as  may  happen  in  the  case  off  filled  shells,  and  rames.  the 
weight  renders  it  necessary,  either  for  proper  stowage  or  for  handling,  that 
wa^  stores  bo  stowed  in  the  square  of  the  hatchway,  they  are  to  be  partitioned 
off  fcom  other  cargo  in  snch  manner  as  may  be  fbond  most  convenient. 

(M  The  eaploeives  of  Groups  II.  and  III.  are  sub-divided  into  the  following 
Divisions,  and  are  to  be  stowed  in  separate  compartments  of  the  partitioned- 
off  spaces,  as  denoted  against  each  Division 


GROUP 

BMaioa  i.— Balls,  light,  parachute 
Bursters,  segment  shell 

Caps,  percussion   

Carttridgea,  small  arm  )  which  are 
„    aiachine  gun  V  safety 
aiming  tube  /  cartridges. 

,,        signal,  Very   

Cases,  cartridge,  quick-firing,  capped 
and  empty    •••      •••  •♦• 

Composition,  priming.  

.FnaeSt  time     ...      ...  ••• 

„    percussion      ..•      •••  ••• 

time  and  parcnaiion*** 
electric 

safety    ■••      •••      •••  ••• 

Match,  'Slow   •«••  ••• 

Ptortfirea.*.      •••  ••• 


May  be   placed  in 
mBm  'OiMnpartnieni. 


*  BauApackagewiffibearalabelhavingaieddiamiin^ 
the  nainlier  of  the 'DiviiiDii^  litiiig  ali^ 


E3CFL0SIVES. 


95 


BMaloii  ij-JCwUwud. 

Primers,  light  G.S.,  and  portfires 

life-saving. 
Prtmera,  alaetric 

„      shtapnel  shell   

vent  *••  •*• 

Rockets  (except  war  and  liie-saving) 
Service  lights  of  sorts...      .*•  ••• 

Tubes,  electric    

friction ...  •*•  •••  **• 
percasiion '  «•» 

Division  a.— Gunpowder,  wetted    ••• 

Mines  and  countermines,  containing 
wet  guncotton  <mly  - 

3.  — Shells,  filled  and  fnsed 

Rockets,  war  and  life-saving  

Shells,  fitted,  but  not  fuzed   

4.  -— Detonators 
Matches,  Vesuviaa   

GROUP  III.* 

Division  i.^anootton.  wet  (except  in  mines) 


May  be  placed  in  pne 
compartment. 


•I 


May  be  placed  in 
one  compartment. 

May  be  placed  in 
one  compartment. 

May  be  placed  in 
(Mie  compartment. 


2.— Filled  Q.F.  cartridges  containing  a 
cap  or  percussion  primer   


3.— Filled  Q.F.  cartridges,  fitted 
electric  primers  or  adapters... 
Cartridges,  impulse  t(»rpedo  ... 


with 


Must  be  placed  in  a 
compartment  by 
itself. 
Must  be  placed  in  a 
compartment  by 
themselves. 
May  be  placed  in 
one  compartment 
and  with  Group  I., 
Division  i. 

Ic)  When  the  quantity  of  any  Division  does  not  exceed  2  tons  weight 
or  measorement  it  will  be  placed  in  boxes,  to  be  |*fovided  by  ihe  ship  (as 
described  in  the  Specification,  page  73),  and  placed  in  a  position  in  the  vessrt 
selected  by  the  Shipping  Agents'  Surveyor.  ^  ^^^^ 

23.  The  shipment  on  private  account  of  any  explosives  other  than  those  of 
the  ist  Division  of  the  6th  (Ammunition)  Class  under  the  Explosives  Act  of 
1875  viz.;  safety  cartridges,  safety  fuzes  for  blasting,  raUway  fog  signal,  and 
percussion  caps,  is  prohibited  in  vessels  conveying  Govemmrat  Stores, 
without  the  perxiaisaion  of  the  Dkector  of  Transports.  When  the  shipment  is 
allowed  the  endostves  are  to  be  stowed  to  the  approval  of  the  Government 
Officers,'  in  the  same  manner  as  directed  for  Government  Explosives  of  the 
same  class  in  Articles  21  and  22,  and  the  precautions  and  restrictions  therein 
laid  down  are  to  be  observed  ;  bat  it  wiU  be  sufficient  if  the  packages  and 
magazines  comply  with  all  the  requivements  of  the  Harbour  Authonties 
nnder  the  Explosives  Act  of  1875.  ' 

Specification  for  Building  Magazines,  Portable  Magazines,  and 
Partitioned-off  Spaces  for  Powder.  Ammunition,  etc..  Carried 
AS  Cargo. 

Magazines  and  partitioned-off  spaces  are  always  to  be  built  on  'tween 
dedolf  poaiihle,  and  must  be  so  placed  ^t  theur  doors  are  easily  accessiye 
from  a  hatdnnty.   

«  Each  package  will  bear  a  labelhaving  a  red  txiangleindicating  the  Group, 
the  nnmbval^ Diviakm  being  Aown in tiiecantie. 


for  gxmpowder  in  barrels,  and  for  picric  acid  of  picric  powder 
in  limitk  should  have  all  ironwork  inside  carefully  covered  with  wood  ;  and 
■1  mfl*  dioald  be  of  copper  or  metal.  For  other  explosives  wood  covering 
vil  mot  h9  roqiiirad.  and  gahmnized  iron  nails  may  be  used.  If  required  by 
Hie  Smveyoxs,  all  ironwork  inside  to  be  effectively  painted  to  their  satisfaction. 

Iron  decks  ase  to  be  covered  with  feather-edge  boarding,  which  is  to  be  an 
inch  on  one  edge  and  |  of  an  inch  on  Hie  oilier,  and  to  lap  wm  a  indiMi. 


Tlie  bnlMiewls  to  be  lonned  of  if-iwsh  fir  bouds  secured  to  fir  uprights 
3  indifls  sqitfure,  placed  S  feet  apart,  rtnning  from  deck  to  deck  and  firmly 
mcwnA  top  and  bottom.  When  on  iron  decks  the  heels  of  the  uprights  to 
sta>  on  be  secured  to  a  fir  board  i  inch  thick.  The  lining  to  nm  from 
vp^t  to  vprii^  Oft  Hie  laMit  of  aag^aane,  securely  fastened  with  3-inch 
anils,  three  to  each  board  on  eadi  ttprigbt,  extending  from  deck  to  deck, 
ck>se-jointed  and  fitting  closely  betireen  the  beams.  A  board  9  inches  by 
i|  inch  to  be  securely  fastened  to  Hie  uprights  at  the  nppcr  and  loww  parts  for 
Bmf|wg  heads  of  shores. 

Thedoorway  to  be  3  feet  3  inches  in  width,  with  cant  pieces  3  inches  by 
2  inches  fitted  and  secured  at  the  lower  part  to  form  a  sill.  The  framing  of 
doonmy  to  have  if^ch  lahbet  on  the  inside  fonned  by  the  uprights  and 
lininK.  additional  thicknesB  of  a  inches  being  secured  on  each  side  for  a 
Ml^  of  2  feet  3  inches  for  llie  lower  half  door  to  run  on.  and  chamfered  at 
top  on  outside. 

Ike  doois  to  be  made  in  two  parts,  to  fit  Hie  width  of  doorway,  and  formed 
of  Wo  Hikknesses  of  if-inch  board,  the  upper  half  to  be  2  feet  6  inches,  the 
loner  half  to  be  3  feet  in  height,  and  be  shipped  from  the  inside.  The  boards 
fonning  the  upper  half  door  to  be  wdl  fsteed  together  crosswise  by  nafls 
hftving  their  points  tumed  on  the  inside,  and  punched  in.  The  ends  of  the 
outer  thickness  to  extend  2  inches  beyond  the  ends  of  the  inner  thickness, 
the  ian«  thickness  to  extend  4  inches  beyond  theouter  at  Ibeto]^  and  a  indMa 
«l  Hie  loner  edge,  forming  reverse  rabbets.  The  boards  formmg  the  lower 
half  to  be  secured  to  and  kept  apart  3  inches,  by  fir  scantling  3  inches  by  2 
inches  placed  6  inches  in  from  each  end.  the  inner  thickness  to  extend  inch 
«t  Mbdiendbeyond  the  outer  thickness.  Two  haad-holdt  to  be  cut  through 
lis  putT  ♦^''^■■M  of  each  half  door  for  lifting  purposes.  When  both  parts 
of  m  door  are  in  place,  the  space  between  top  of  upper  half  and  lower  edge  of 
bonid  for  sffm^i^g  heads  of  shores  to  be  filled  in  with  i|-iBdi  .hoards  tad 
licaniyfMtBBedtote  uprights.  Both  halves  will  then  be  aeeasediqr  a  atfOBf 
hanging  lock,  hasp  and  stapte,  of  metal  or  galvanized  iron. 

V^en  any  quantity  over  30  tons  is  placed  in  one  May  sine,  uprights  3. 
inches  wide  by  2  inches  thldrin  addMoii  to  sibove  are  to  he«llsd  tarn  dock  ti> 
.^Ifff^  tMd  so  placed  that  not  more  than  20  tons,  as  near  as  can  be  inanaged 
without  brealong  stowage,  is  in  one  undivided  space.  When  a  Magazine  runs 
ridht  across  the  vessel,  uprights  must  be  placed  3  feet  apart  along  the  cmtee 
iSe  Cfaie  and  aft),  and  tfflon  Hit  d«dt  from  ilda  to  side  everv  ia  feet  of  the 
iMgHi.  If  considered  MMMf  ^  til*  Sorvefon  tteae  vpdi^m  dxndd  be 
ttmnected  by  battens.    ^ 

Should  the  height  of  the  vtugmm^  magi  fine  eamsed  8  iiot»  HMi ' 
nil  he:  .ifadaiar  dpf  ■laii  w  Buvwyma, 

Pmtiiiontd^  Spmm. 

In  partiliooed-ofi  qiaces  the  uprights  will  be  the  same  as  for 
Hwyiria  be botided  up  on  the  inside  with  li-inchbo^  — 
iwte  teni  i^right  to  and  Mcarely  aAd  n^ 


EXPLOSIVES 


97 


Jf^fWfiMS  m  PmHHom^  Spm  BuiU  on  Cmrgo. 

When  it  is  necessary  to  build  magazine  or  partitioned-off  space  on  the 
cargo  the  selected  space  is  to  be  levelled  off.  and  the  bottom  formed  of  3-inch 
by  3-inch  quartering,  placed  2  feet  apart,  covered  with  x|4ndi  boardmg 
MCQiely  naued.  Uprights.  3  inches  by  3  inches,  2  feet  apart,  running  from 
the  boards  to  the  deck  above,  to  fit  taut  and  to  be  well  driven  in*  cleated  at 
the  bottom  and  well  tommed  off  at  the  top. 

Remainder  of  magazine  or  partitioned-off  space  to  be  as  detsiled  above. 

Box  or  Portable  Magazine  for  any  Quantities  up  to  Two  Tons. 

.   (Size  in  accordance  with  the  dimensions  of  the  packages  to  go  into  it.) 

A  frame  to  be  made  with  2-inch  by  3-inch  quartering.*  floored  and  boarded 
up  on  tin  hislde  with  x|-inch  boarding.  Lid  to  be  fitted  with  cleats  on  the 
inside  to  keep  it  in  its  pkce  when  shaped,  and  with  hanging  lock,  ha^,  and 
staples,  of  metal  or  galvanized  iron. 

FiUed  Skglls. 

When  not  exceeding  168  lbs.  weight  each,  and  packed  in  boxes,  the  par- 
titioned-off space  to  be  built  as  for  other  explosives  of  Group  II. 

For  shells  exceeding  168  lbs.  weight  each  packed  in  boxes,  and  for  loose 
shdls,  for  any  quantity  over  5  tons  the  bulldieads  to  be  of  deals  3  inches  thick 
by  9  inches  wide,  placed  not  more  than  5  inches  apart,  to  be  cross-lined 
vertically  with  boards  9  inches  wide  by  ij-inch  thick,  close  jointed.  For 
loose  filled  shells,  in  quantities  of  2  to  5  tons,  boxes  to  be  made  of  s-inch  deals, 
sides  and  bottom  and  cover  of  x^inch  boards,  properly  secured.  If  oonsideBed 
necessary  by  the  Surveyors,  stronger  scannings  are  to  be  used. 

When  necessary  to  build  partitioned-on  space  for  shell  on  other  caxgo, 
bottom  to  be  of  3-indi  deals  placed  doae  tof^ther  and  cnaad  wMi  xi-lnch 
boards  securely  nailed. 

When  stowed  in  the  squares  of  hatches,  the  shells  are  to  be  entirely  covered 
with  x|-inch  boards.   No  cargo  to  be  stolrad  on  these  boards. 

Stowage. 

Each  division  of  Groups  I.,  II.  and  III.  of  Explosives  must  be  kept  separate. 
No  two  divisions  are  to  be  placed  in  one  m^azine  or  partition^-off  space, 
eascmt  Group  I.,  Dhdion  x.  and  Group  III.,  vMatm  3. 

6-pouxider  and  3-poander  amnmnstkm  is  never  to  be  stored  xnore  than  three 

boxes  high.  .  , 

Barrels  will.always  be  stowed  on  thdr  bilges,  never  on  their  ends. 


FANS  (not  Ft^snkeail.^Vdxiked  in  paper  boxes,  in  cases  (siases 
vary)  generaUy  from  4  to  6  feet,  wdgM  accoirding  to  qoaUt^^ 

FARINA.— A  glutinous  articki  iiindi  should  be  treated  as  flour 
or  starch,  and  kept  away  from  moist  or  scented  articles. 

Boxes  average  56  to  64  lbs.,  and  measure  i  ft.  5  ins.  to  2  ft  3  ins. 
each.   20  cwt.  of  farina,  in  bags,  stow  in  54  ft. 

FEATHERS.— Packed  in  bales  or  bags.  Bales  weighing  i  picul 
each  measure  6  ft.  9  ins.  to  7  ft.  6  ins.  per  bale. 

FELT^A  kind  of  .ioth  or  sheet  manufactured  from  wool  or 
other  artidcs  withoiit  weaving,  faduf^  m  bales  each  20  cwt 


fflLT  (inodoroiw).— A  substance  which  is  prepared  fn»ii  the 
lofiiie  cxf  iax,  tisated  with  a  mixtiiie  of  resiii  and  oil.  A  very 
daogenms  artick  to  ship  on  account  oi  its  fiabOity  to  spontaneous 
comlMistlon.  Itis%hterln  coloiirthttitheov£naiy  variety  of  felt 
fRMD  ii^ikh  It  ninst  he  caidyiy  distingaished,  as  the 
is  known,  has  no  tendency  to  spontaneous  combustion.  This 
anhstance  can  only  be  shipped  by  special  anangement,  and  when- 
eier  it  is  stowed  under  deck  it  should  be  placed  wAmre  it  can  easily 
be  got  at  It  should  never  be  treated  as  general  caigo«  or  covered 
with  other  goods.  All  bales  of  this  kind  of  fj^  shodd  have  the 
words  "  Inodorous  Felt "  printed  in  laige  red  letters  on  the  outside, 
so  as  to  avoid  all  possibility  of  confounding  it  with  the  other  article. 

The  following  are  the  particulars  relating  to  a  fire  on  board  the 
SS-  "  Golf  of  Venice/'  caused  by  spontaneous  combustion  of  this 

'*  On  the  15th  October,  1883.  the  vessel  being  in  the  Indian  Ocean, 
the  Chief  Officer  reported  that  smoke  was  coming  out  of  the  forward 
ventilator  on  starboard  side  No.  i  'tween  decks.  At  once  directed 
the  hatches  to  be  taken  off  and  had  the  fire-hose  played  in  the  part 
of  the  hold  where  the  smoke  was  most  dense  ;  after  a  few  minutes, 
finding  it  had  the  desired  effect,  stopped  playing  water  in  the  hold 
and  began  taking  the  cargo  on  deck  ;  after  a  short  time  came  on  the 
burning  portion  of  the  cargo,  which  was  a  bale  of  felt,  and  it  was  on 
fire  right  in  the  niiddle  of  one  of  the  bolts  of  felt  in  a  case.  Had  it 
removed  on  deck  and  thrown  overboard. 

"  On  the  17th  October,  while  examining  the  forehold  where  the 
fire  had  been  on  the  15th,  found  another  bale  of  same  mark  as  that  on 
fife  before,  very  much  heated  and  commencing  to  let  out  smoke. 
Brought  it  on  deck,  with  six  more  of  the  same  quality,  and  having 
cut  them  open  found  ti|||^^  heated,  over  210°.  Deeming  them 
not  safe  to  store  again  with  any  other  cargo,  had  them  all  hove  over- 
board. 

"On  the  24th  October  found  that  fire  had  again  broken  out 
in  the  forehold  No.  i.  Got  the  cargo  on  deck  from  the  lower  hold, 
and  got  at  the  cause  of  the  fire,  a  bale  of  felt.  Got  it  on  deck  and  hove 
it  overboard.   Stowed  caigo  on  deck  and  covered  it  over  with  sails. ' ' 

FENNEL  SEED,  and  Fenugarick  or  Fenugreek  Seed.— The 

Trigonella  FcBnum  Grdcum,  an  emollient ;  poultices  are  made  of  the 
flour  for  veterinary  purposes,  and  the  Arabs  use  it  in  fomentations. 
20  cwt.  stow  in  95  feet. 


MBRE^A  thread-like  substance,  obtained  from  various  sources, 
generally  shipped  as  light  freight  for  broken  stowage. 
20  cwt.  of  biistle  fibre,  from  Colombo,  stowed  in  80  feet. 
20  cwt.  of  cocoanut  fibre  stowed  in  120  feet. 

FIGS. — Baskets  from  the  Mediterranean  ports  average  55  lbs. 
each.    20  cwt.  stow  in  45  feet. 

FINNON  HADDOCKS. — Cases  contain  usually  seventy-two 

1  lb.  tins,  weighing  in  all  82  lbs.  and  measure  3  ft.  4  ins.  each,  ao 
cwt.  should  stow  in  about  91  feet. 

FIR  CONES. — Kernels  of  this  fruit  shipped  in  cases. 
20  cwt.  stow  in  about  48  feet. 

FIRE. — Fire  is  one  of  the  most  formidable  enemies  that  sailors 
have  to  contend  with.  There  are  few  old  hands  sailing  who  have 
not  had  more  or  less  experience  of  i/t  at  some  time  or  other.  Many 
have  had  a  fierce  struggle  for  life  ;  others  have  known  shipmates  lost 
in  the  conflict,  or  linger  on  to  a  worse  end  by  starvation  and  thirst  in 
open  boats,  far  from  land  or  means  of  succour.  The  writer,  when  an 
officer  in  the  ship  "  Winchester,"  of  London,  had  a  narrow  escape 
from  such  a  fate.  The  remembrance  of  the  terrible  struggle  for  life 
of  500  men,  women,  and  children  will  never  be  obUterated  from  his 
mind  ;  even  after  25  years  spent  at  sea  it  is  as  distinct  as  the  day  it 
happened. 

In  May,  1865,  the  "  Winxhester  "  encountered  a  heavy  gale  of 
wind  near  the  Line  when  homeward  bound,  having  about  500  souls 
on  board,  including  the  ship's  company  and  the  48th  Regiment.  At 

2  p.m.  on  the  day  of  the  accident,  the  purser  had  gone  below  to  get 
up  the  beer  and  spirits  for  the  soldiers.  The  lamp  he  used  was  held 
by  one  of  the  men  employed  to  assist  him,  and  whether  he  dropped 
it  accidentally  or  not  is  unknown.  The  rum  which  was  being  pumped 
out  of  a  cask  suddenly  took  fire,  and  the  cask  burst  instantaneously. 
The  hquid  fire  ran  over  everything,  other  casks  rapidly  ignited,  and 
in  a  ver}'^  short  time  the  place  was  in  flames.  Volumes  of  smoke 
and  flame  poured  out  of  the  hatchway,  rising  almost  to  the  height  of 
the  main  top.  In  the  square  of  the  after  hold  were  ten  or  fifteen  tons 
of  gunpowder  in  a  large  magazine,  around  which  the  fire  spread  with 
alarming  rapidity.  At  the  word  "  fire  "  all  was  terror  and  excite- 
ment on  board,  but  in  a  short  space  of  time  everyone  settled  down  to 
steady  hard  work.  Pumps  were  rigged,  water,  wet  blankets,  etc., 
came  regularly  to  hand,  and  after  eight  or  ten  hours  of  fierce  combat 
the  fire  was  got  under  and  the  ship  saved.    Without  any  doubt  the 


FIRE. 

Aimlgiity  wmtdiMl  over  tliat  ship,  for  slie  would  never  otherwise  have 
been  saved*  Hie  ointside  of  the  magazine  was  burnt  and  chaired  by 
the  heat  and  flame,  btit  the  inside  Kfiing  was  found  Intact. 

The  cifplfss  use  of  Incifer  matches,  gpuftM^g  pipes  or  c%u?ttes  in 
the  holds  bf  men  etnployed  there,  a  common  enoo|^  practice  in  all 
foreign  ports,  should  not  be  allowed  at  any  time.  Boat  and  fire 
dfifl  should  be  gone  through  by  the  entire  ship's  company  at  least 
once  a  week.  It  has  the  tSeck  of  showing  the  men  itoe  to  go,  what 
to  do  and  how  to  do  it,  and  of  ieeping  the  boat's  gear  in  working 
order,  thereby  preventing  confusion  in  time  of  accident.  Steam  fire- 
extinguisher^  should  be  fitted  if  possible  to  each  hold  in  vessels  hav- 
ing steam  cm-  d(»ikeyboilers  on  board.  This  is  especially  required 
for  those  sailing  out  of  the  United  States  pcHrts  with  passengers. 

Applying  water  to  a  fire  in  a  vessel's  hold,  especially  if  she  be  fully 
loaded,  is  not  only  very  difiicult  but  (rften  impossible.  Attention  is, 
therefore,  particularly  invited  to  the  success  oi  the  San  Francisco 
underwriters  in  saving  the  barque  "  Winchester  "  and  her  cargo. 

This  v^sel  laden  with  general  cargo'  for  Portland,  Oregon, 
returned  from  sea  on  fire.  The  hatches  had  been  battened  down  to 
smother  the  flames,  but  in  vain.  Two  useless  efforts,  several  weeks 
apart,  were  made  to  put  out  the  fire  with  water  by  the  city  fire 
department,  and  the  owner  was  on  the  point  of  scuttling  her,  when 
the  insurers  obtained  his  permission  to  try  the  effect  of  carbonic  add 
gas.  Half  a  dozen  barrels  of  marble  dust  (a  cheap  material,  but 
chalk  or  whitening  would  have  done  equally  well)  and  three 
demijohns  of  muriatic  acid  were  used  by  mixing  them  in  water  casks 
on  deck,  and  conducting  the  resulting  gas  down  the  pump  well  by 
means  of  rubber  hose  fitted  to  the  bungs  of  the  casks  ;  in  three  days 
the  hatches  were  opened,  and  every  particle  of  the  fire  was  found  to 
be  extinguished.  Moreover,  no  further  damage  was  done  to  the 
Oilfp.'  The  whole  cost  of  this  material  was  but  a  few  pounds. 

lilllARM  S^Badmges  containing  articles  of  this  nature  should 
be  stowed  in  apart  of  the  hold  set  aside  f<ar  such  purpose,  and  away 
§nm  any  goods  of  a  damp  or  heating  nature.  Loaded  firnnns 
ilwiiM  never  be  allowed  on  board  ship  unless  under  most  exceptional 
Gifomstanoes,  and  then  oiily  in  the  hands  of  responsible  parties. 

Cases  avciage  131  lbs.  each,  and  measure  4  ft.  10  ins.  each. 

Mastm  of  vesids  an  requifed  to  declaxe  IB  the  manifest  a  comet 
statement  of  all  such  goods.  Guns,  pistols,  or  ammumtion,  the 
psvate  property  of  anyone  beknglng  to  the  sMp«  sho^ 
m  tie^stnce  1^  and  not  landed  abroad  on  any  pretext  without  a 


FISH. 


101 


written  authority  from  the  Custom  House  officials.  Neglect  of 
these  precautions  often  causes  confiscation  of  the  goods  and  trouble 
to  the  ship. 

URB-GRAGKERS  (Ghiiieae)  ate  packed  in  wooden  cases  (frail). 
Sizes  vary  from  11  inches  to  6  feet  per  case.  Safe  and  special 
stowage  required. 

FISH.— Small  schooners  and  biigs  are  regalaily  employed  to 
carry  dried  fish  from  St.  John's,  NewfoondbuMl,  to  Spanish  and 
other  ports.  The  fish  are  packed  in  bulk,  airil  stowed  modi  the 
same  as  hides.  The  hatches  are  opened  now  and.  then  to  give 
ventilation  below.  The  practice  of  giving  away  handftih  of  fish  as 
gratuity  to  pilots,  boatmen,  agents,  and  others  who  may  in  any  way 
be  connected  with  the  vessel  at  diSer^t  ports,  is  most  reprehensiUe 
andmaykadtptrouUe.  At  Naples,  some  time  ago,  the  master  of  a 
Newfoimdland  schooner,  having  to  prosecute  some  ci  his  men  for 
broadiing  cargo,  was  severely  censured  by  the  court  for  having,  as 
he  himself  admitteda  set  the  example  by  giving  the  Pilot  and  Custom 
House  officers  a' quantity  of  dried  fish  as  a  gratuity. 

Barrels  2  ft.  8  ins.  by  i  ft.  10  ins.  by  i  ft;  10  ins.,  about  9  feet, 
weigh  200  lbs.  each. 

90  cwt.  of  fish  In  cases  stow  in  about  95  feet.   (5^  Iteriii^.) 

ilSH  MANURE  or  PHOSPHAT£S.->Packed  in  mat  bags,  or 
bundles  tightly  bound  by  grass  rope :  has  a  disagreeable  odour,  and 
breeds  maggots,  etc.  Japanese  bundles  "average  224  lbs.  and 
measure  6  feet  each.   20  cwt.  stow  in  about  65  feet. 

FISH  MAWS. — In  cases.  20  cwt.  stow  in  100  feet.  There  is  an 
objectionable  smell  from  tliis  article. 

FISH  OIL. — In  casks  ;  weigh  from  368  lbs.  to  444  lbs.  each,  and 
measure  9  ft.  10  ins.  to  11  feet  each. 

Packed  in  tin-lined  cases,  20  cwt.  stow  in  about  57  feet. 

FLAGS,  BUNTING, etc. — Average  of  packages  containing  these 
articles  weighed  258  lbs.,  measured  5  ft.  8  ins,  each.  20  cwt.  should 
stow  in  aboijt  60  feet.  (Uncertain.) 

FLAX. — In  eastern  countries  flax  is  chiefly  grown  for  the  mi  from 
its  seed ;  in  colder  climates  the  fibre  is  principally  used. 

Flax,  if  damp,  is  said  to  be  liable  to  spontaneous  combustion. 
Stow  as  jute  or  hemp,  away  from  articles  of  a  greasy  nature. 

Baltic  Ports,  20  cwt.  stow  in  155  cubic  feet. 

New  York,  20  cwt.  should  stow  in  108  feet. 

Bale  weighs  380  lbs.,  measures  18  feet. 

Mats  of  Dutch  Flax,  126  lbs.  {See  Hamp.) 


FLOUR. 


ILORIDA  WATER— Cafo  of  Florida  Water,  ii  bottks,  %$  ins. 
ly  12  ins.*  alxMit  z  it  3  ias. 

Bill  iteCMogiMi'^Siiiallar  cases,  ol  bottles,  by  20  ]]is.by 
^flii'':iiit»,  alxNit  2  It.  10  ins. 

FLOUR.— Articles  of  this  nature  wifl  not  stand  rough  handling 
nor  slKrald  they  be  stowed  among  any  but  dry  goods.  Banels  run 
iipit  heights,  after  which  nothing  of  a  weighty  nature  should  be 
placed  on  them.  Lower  tkrs  must  have  good  beds  and  be  bilge 
free ;  afterwards  bilge-and-cantline. 

Should  a  cask  in  the  lower  part  be  subject  to  any  niiiiie  pressure, 
cqjedally  against  the  head,  it  will  give  way,  break  up,  and  start  the 
idiole  lot  adriftr  This  is  not  unusual  in  badly  stoWei  caigoes  in' 
lieavy  weather. 

Floor  is  easily  damaged  by  any  scented  or  objectionable  article. 
It  should  never  be  stowed  near  tar,  turpentine,  or  goods  of  an  dly 
or  damp  nature. 

American  fiour  in  bag9  wii  not  stow  as  heavy  as  grain  in  bulk, 
but  about  the  same- as  grain  in  bags. 
Average  weight  of  bags,  125  to  140  lbs.,  measure  3  ft.  3  ins. 
do.         „    sacks,  224  to  280  lbs.,  measure  about  5  ft.  7  ins. 
do.        „    barrels,  217  to  219  lbs.,  m^asove  6  ft  6  ins. 

to  6  feet.  II  ins. 
to  bamis,  or  one  ton  of  2,240  lbs.,  stow  in  about  60  feet, 
flo  bags,  or  one  ton  of  2,240  lbs.,  stow  in  44  to  50  feet. 
East  Indian  bags  average  167  lbs.,  and  measure  4  ft  2  ins. 
l^ieste  in  bags,  20  cwt.  stow  in  abput  52  feet. 

FLUORINE.— A  substance  extracted  from  flint,  and  much  used 
in  the  manufacture  of  glass.  It  has  no  smell  or  objectionable 
qualities.  Cases  weigh  56  to  63  lbs.,  and  measure  2  ft.  3  ins.  to  2  ft. 
8  ins.  each.  One  ton,  of  20  cwt.,  stows  in  82  to  108  cubic  feet. 
aocf»ding  to  quality. 

FORGBS^FOftable,  20  cwt.  stow  in  60  feet  when  carefully 
■inriBfil 

IREBBOARD^-nS^  Dramglit  of  Water  . 

FREIGHT  is  the  reward  payable  to  the  ship  or  owner  for  the 
safe  carriage,  rig^t  and  true  deliver^'  of  certain  goods,  as  per  Charter 
Birty  or  Bill  of  Lading,  at  the  port  of  destination. 

Sir  R.  Phillimore  says : — 

'*The  general  rule  that  freight  is  due  only  when  foiis  are 
delivered  at  the  port  of  destination  is  subject  to  exceptions,  and 


FRurr. 


these  exoeptioas  or  modifications  may  arise  out  of  the  terms  of  an 
express  contract,  out  of  an  imphed  contract,  or  out  of  the  equity 
between  the  parties."   {See  Bill  of  Lading.) 

FROZEN  MEAT.— Cold  is  one  of  the  simplest  and  least  objection- 
able antiseptics  that  can  be  used  in  the  case  of  food,  and  must  not  be 
ccmfused  with  freezing,  which  deteriorates  more  or  less  the  flavour  of 
meat  and  game.  In  applying  cold  it  is  sufiicient  to  preserve  exactly 
the  amount  of  chill  that  will  suspend  the  vitality  of  the  putrefactive 
organisms.  Meat  that  is  brought  from  New  Zealand  and  Australia 
is  frozen  owing  to  the  distance  it  has  to  come,  but  meat  brought 
from  America  is  simply  chilled.  Great  Cold-Storage  Depots  are  now 
established  at  the  docks  for  the  reception  of  frozen  and  chilled  meats, 
ppiding  arrangements  with  the  dealers. 

FRUIT.— The  Italian,  Spanish,  and  West  Indian  ports  ship  the 
most  green  fruit.  Oranges  and  lemons  are  generally  packed  in 
boxes ;  the  latter  bemg  heavier  are  generally  placed  bdow  oranges, 
which  arc  stowed  on  their  sides. 

The  ventilation  of  fruit  is  a  most  important  point  to  consider  when 
loading  for  long  passages.  Once  on  board,  it  will  rapidly  heat  and 
become  rotten  and  valueless  if  not  well  ventilated.  In  a  full  cargo 
a  space  should  be  left  under  each  ventilator,  and  air-shafts  built 
with  the  boxes  fore-and-aft  the  holds.  Windsails  should  be  put 
down  the  open  hatchways  whenever  practicable.  A  continuous 
current  of  fresh  air  passing  down  to  the  bottom  of  each  hold  should 
be  ensured,  as  the  only  means  of  getting  rid  of  the  foul,  damp,  and 
heated  gases  generated  by  the  fruit,  thereby  keeping  it  in  a  cool  and 
dry  condition.  Stevedores  and  others  employed  should  understand 
stowing  fruit  cargoes,  and,  under  the  supervision  of  the  officers  of 
the  ship,  give  every  attention  to  the  dunnage  and  ventilation,  also 
to  the  correct  and  careful  tallying  of  each  box,  as  it  often  turns  out 
short  on  delivery. 

Boxes  of  oranges  require  loose  stowage ;  20  cwt.  should  stow  in 
90  feet. 

Boxes  of  lemons  are  heavier  than  oranges ;  20  cwt.  should  stow 
in  85  feet. 

Boxes  of  melons,  20  cwt.  stow  in  80  feet. 
Boxes  of  onions,  20  cwt.  stow  in  78  feet. 
Boxes  of  raisins,  20  cwt.  stow  in  52  feet. 
Boxes  of  currants,  20  cwt.  stow  in  50  feet. 
(See  Bananaa.) 


Captain  Jamieson,  on  a  voyage  with  fruit  from  the  Mediterranean 
to  New  York,  Apiil,  1891,  writes  as  follows : — 

SS.  "  India,"  Naples,  1891. 

"GffttB  iMt  requires  gieat  care  and  attentioii,  both  v^ien  loaid- 
ing  and  also  during  the  passage^-that  is,  for  a  long  voyage. 

"  In  the  irst  place,  care  must  he  talm  what  caigo  ym  have 
bdow,  for  some  cargoes— vii.,  hides,  rags,  or  coiee,  etc.— will 
damage  Iniit  hf  heating  it. 

"  For  ballast,  stixne,  shingle,  marhle,  and  snlitor,  also  iron  ore, 
9m  good,  ai  being  of  a  cod  natnre. 

"  When  stowing  the  ship,  keep  fonr  tmmels  fore-and-aft  m  every 
other  tier,  at  equal  distance,  say,  about  six  bogus  apart  Make  one 
huge  shaft  in  centre  ^  each  hold,  laig^  enough  to  aBow  a  man  going 
fil^t  down  to  the  bottom.  Secore  the  hoses  with  planks  shoied 
across,  and  na|M,.  then  there  is  no  danger  cl  diifti^ 

Of  course' your  for&^nd-aft  tunnds  lead  into  this  shaft,  and  a 
windsail  set  down  to  the  bottom  wiU  send  a  current  (tf  air  all  through 
your  cargo.  In  bad  weather,  when  a  windsai  cannot  be  set,  open 
the  hatch,  if  only  a  lew  inches  and  if  onfy  for  half  an  hour,  but 
always  avoid  rain-water  getting  on  fruit ;  a  littie  salt  water  wiU  not 
damage  it  much. 

"Also  avoid  having  any  ine  dry  goods  in  the  hold,  especially 
macaroni,  because  fruit  throws  of!  a  great  quantity  of  steam,  which 
'Wffl  damage  such  articles." 

FUEL  (Patent):— A  compound  of  small  coal,  tar,  mtkk,  and 
sawdust,  etc.,  compressed  into  blocks  like  bricks.  More  used  for 
locomotives  and  mills  than  marine  work.  It  is  dry,  and  easy  to 
handle ;  has  a  very  strong  odour,  consequently  should  never  be 
stowed  near  any  article  liable  to  be  damaged  by  contact  It^stows 
well  in  the  hokis,  but  shouli  liot  be  rotighly  handled. 

'FlimiFItME  should  be  carefully  handled,  and  when  stowed 
loose,  without  bemg  packed  in  cases,  should  not  be  subject  to  any 
undte' pressure. 

It  varies  so  much  in  size  and  weight  that  only  a  poor  idea  can  be 
got  from  measurements  generally.  Average  of  35  tons,  in  cases, 
^ves  20  cwt.  in  204  feet. 

FURS,  etc.,  should  be  treated  very  generally  as  valuable  goods, 
and  stowed  in  a  dry,  safe  place.  The  Hudson's  Bay  Company  ship 
their  furs  in  boBEes  bales. 


FUSTIC 


105 


New  York  bales  about  3  ft.  11  ins.,  weight  70  lbs. 
„  „         6  ft.  5  ins.,  various  weights. 

„  „         6  feet,  various  weights. 

The  finest  and  most  costly  furs  in  Russia  are  said  to  be  obtained 
IMincipally  via  London ;  the  commoner  sort  belong  to  Russia  itsdf . 
20  cwt.  of  skins,  in  cases,  stow  in  about  130  feet. 
Many  of  the  finer  sorts  go  in  tin-lined  cases,  ^nd  are  considered 
valuable  and  choice  cargo. 

roSTIG^French  andSpanish  fusioe,  fromS|Mmish/t«sfe,  wood 
or  timber— a  name  given  to  certain  ydlow  woods  emf^yed  in 


1.  Mtidum  Mnekfrm,  a  large  tree  of  the  Mulbeny  family,  native 
<3i  the  West  Indies  aiid  Central  America. 

Cargoes  ol  iMic  are  sMpped  froift'the  F^uafic  Coast 
and  Nicaragua.  It  is  in  lengths  varyinjg  foom  3  to  6  feet,  very 
heavy,  but  small  and  crooked,  taking  about  65  feet  to  the  ton 
in  stowing. 

2.  J&ms  eoHnus,  a  bushy  shrub  of  the  Cashew  mit  family, 
native  of  Sontheni  Europe.  It  is  used  in  dyeing  and  is  called  in  the 
trade  Yoong  F^istic  to  distinguish  it  ham  the  Madura. 

It.  is  oftoi  stopped  as  broken  stowage,  also  in  bags,  20  cwt 
stowinig  in  120  feet. 

GALANGAL. — species  of  aromatic  root*  something  like  ginger ; 
dry  and  free  from  objectionable  qualities  generally.  Galangal, 
shipped  from  China,  packed  in  bags,  weighs  133  lbs.  net,  or  95 
catties,  and  measures  7  to  10  feet. 

20  cwt.  should  stow  in  about  90  feet. 

GALBANUM.— A  resinous  gum  used  in  vami^,  and  also  medir 
cinaUv.  (SiB  Gam*) 

GALL  NUTS,  or  GAIXS,vary  mudiin  foim  and  compositioii, 
according  to  the  plants  cm  which  they  are  framed  and  the  insects 
producing  them.  Some  varieties.of  Galls  possess  from  60  to  95  per 
cent,  of  Gallic  and  Tannic  Add,  aiwl  are  largely  employed  for  manu- 
facturing and  other  purposes.  When  shipped  dry  and  clean  they 
may  be  stowed  among  other  goods,  but  in  large  quantities  they  are 
liaUe  to  heat  uideas  wdl  ventilated. 

20  cwt.  of  Gall  Nuts,  in  bags,  should  stow  in  80  feet. 

GALVANISED  IRON  and  Corrugated  Iron,  packed  in 
skdeton  cases,  24  bundles  measured  75  ins.  by  61  ins.  by  40  ins. 
20  cwt  of  above  showed  in  about  36  feet  (Se^  Iron.) 


io6 


tGiiMBI£R.— 4  gum  or  extract  prepared  from  the  leaves  of  cer- 
tain tms  in  the  East ;  mudmsed  as  a  dye  and  for  tanning  purposes. 
In  stowing  Ins  artide  be  most  careful,  for  it  wiU  not  only  stick 
tufeHer  wbm  in  bags,  bnt  tbe  moisture  win  diain  into  the  timbers 
i  and  ciokc  the  ponps  or  any  pipes  round  about.   It  will  certainly 

damage  other  gioods  if  not  wei  protected  by  mats  and  dunnage. 
SiNiw  in  a  piace  by  itself  when  possible ;  otherwise  put  Gambier  in 
the  bottcm  of  the  hdd  with  a  good  layer  of  sawdust  over  and  under 
to  prevent  it  sticking  to  the  lining  of  the  ship,  and  cover  this  over 
with  mts  and  planks  before  stowing  the  most  suitable  cargo 
^  between  it  and  dry  goods.   Protected  as  above  it  should  be  s^e 

enough ;  th«e  is,  however,  a  scMnewhat  stale  smell  noticeable  in 
i#M>iiftf^fig  Other  articles,  which  might  have  to  be  reckoned  with. 
1  in  kxng  voyages.  {Sm  Oalm  Gwnbier ,) 

m  cwt.  Gambier  in  baskets  stow  in  120  feet. 
20  cwt.  Gambier  in  bags  stow  in  xoo  feet. 

GAMBOGE.— A  gum  or  resin  used  in  medidne,  also  as  a  dye. 
ao  cwt.  in  cases  stow  in  68  feet. 

GARUG  and  ONIONS  have  a  strong  odour,  considered  by  many 
h^hiy  objectionable,  but  not  injurious.  Artides  coming  under  this 
heading  should  be  weU  stowed  as  pmshable,  and  have  plenty  of 
ventilation. 

Cases  of  Spanish  Onions,  20  cwt.  stow  hi  78  feet. 
GASoivm^See  Nai^itha. 

j  GENERAL  CARGO-— Wdghty  articles  such  as  machinery 

should  be  stowed  first,  so  that  the  various  pieces  may  be  made 
leoire,  pkced  in  beds  and  properly  attended  to. 

Omi  should  be  stowed  in  the  bottom,  levdled  oi,  and  covered 
with  boards,  to  prevent  goods  stowed  on  the  top  bdng  soiled.or 
rotted  by  contact  No  dry  goods  should  be  stowed  until  all  the 
coal  is  taken  on  board  :  the  dust  scttHng  on  them  destroys  their 

i  appearance  and  market  value.  Coal  shq^ped  damp  is  liable  to 

P<    :  damage  iiy  goods. 

SiMla  Crystals,  Washing  Soda,  Blaiching  Powdttr*  Ganstic 
Soda,  Blue  Vitriol  and  all  Chemicals  should  be  stowed  by  them- 
stives,  and  never  on  top  or  contiguous  to  other  goods.  Caustic  Soda 
and  Chloride  of  Lime,  especially,  should  be  kept  at  a  distance  from 
bales,  which  are  sometimes  eaten  through  and  rotted  by  the  above 


GENERAL  CARGO. 


107 


Iron,  whether  in  bars  or  in  bundles,  should  be  dunnaged  in  the 
bottcon. 

Siia«t  and  Plate  Iron  should  be  stowed  in  piles,  not  spuead,  to 
avoid  the  damage  which  often  arises  ham  sweat  running  from  one 
plate  to  another,  and  damaging  the  whole.  When  ^read  out,  and 
cargo-  placed  on*  the  top,  the  {dates  and  sheets  are  buckied  up  and 
twisted,  destroying  their  market  value  and  affording  <^)portnnities 
for  litigation.  When  stowing  iron  keep  the  various  marks  separate 
by  means  of  rope  oc  wood.  The  usual  paint-marks  become  oblit- 
erated on  a  long  passage,  when  it  is  impossible  to  distinguish  one 
brand  from  another ;  the  iron  has  then  to  be  separated,  which  causes 
gieat*  expense  to  the  ship. 

Bottled  Beer  in  barrels,  etc. — Care  should  be  taken  to  prevent 

much  weight,  or  many  heights,  being  stowed  one  on  the  other ;  the 
lower  casks  are  invariably  crushed  if  overloaded  by  other  goods. 
(See  Ale  and  Beer.) 

Balea  should  not  be  stowed  on  the  top  of  bar  iron,  or  allowed 
to  come  in  contact  with  the  beams  or  stanchions.  The  spring  of 
the  sMp  causes  bales  to  chafe  wherever  they  touch. 

Grates. — Avoid  stowing  crates  in  the  wings. 

Manufactured  Goods  and  goods  of  Uke  value  should  have  suffi- 
cient dunnage  at  the  sides  to  leave  a  free  water-course,  for  sweat  to 
drain  off.  On  no  account  use  slightly-made  packages  for  Uoddng 
off  heavier  cargo,  but  stow  separately  or  over  the  other  caigo. 
The  fumes  of  many  kinds  of  cargo  injure  others,  which  will  eadly 
be  observed,  and  with  care  avoided.    (See  Bleaching  Powda*.) 

Articles  of  value  should  be  stowed  in  'tween  dedcs  where  prac- 
ticable. Weight  should,  as  far  as  convenient,  be  kept  amidships, 
light  cargo  being  reserved  for  the  fore-and-aft  holds.  Caulked  'tween 
decks  should  have  2  J  inches  of  dunnage,  laid  athwartships,  not  fore- 
and-aft.  Mats  can  be  used  at  the  sides  for  tea,  etc.  Such  articles  as 
guano,  superphosphate,  turpentine,  or  bone-dust,  etc.,  ought  not  to 
be  shipped -with  a  general  cargo,  niore  especially  where  a  vessd  has 
only  one  continuous  hold,  not  divided  by  iron  bulkheads.  Endeavour 
to  keep  all  your  hquids,  of  whatever  kmd,  as  much  in  one  part  of 
the  ship  as  possible ;  have  good  cross-beds  at  the  quarters,  wdl 
chocked  with  wood,  and  stow,  if  necessary,  three  heights  of  pipes  or 
butts,  four  of  puncheons,  and  six  of  hogsheads  or  half -puncheons. 

The  practice  with  some  masters  is  to  trust  entirely  to  the  stevedore 
for  the  stowage  of  a  g^eral  cargo,  subject  to  any  special  directions 


iram  tf«»Mi  to  Hme  tiuran^  tbe  diief  male.  Rcnocmlber  the  Habflity 
Mk  m  tlw  oinier  of  tlie  iMp,  fbt  employiiieiit  a  stevedore  under 
no  ciivimislaiices  tWilriiig  the  lesfpousibffity  off.  liasteis  and  Mates 
idi  do  wci  to  ail     theinadves  e^ 

employed,  and  send  an  officer  into  the  hold  to  see  that  proper 
dnnnafe  is  laid  and  good  stowage  made.  (Sm  WIm  ami  Sflrlta, 

C3aattfiga,  ornamental,  20  cwt.  average  90  leet ;  very  uncertain. 

Bridgework.— One  span,  shipped  per  SS.  "  Mount  Lebanon/' 
lieigiied  altogether  222  tons,  measured  iii  tons. 

GEIATINB  (Btastiiig).^Dimensl(ms  of  boies  27I  ins.  by  ipi 
ps.  by  8i  ins.  Net  weight  of  eiiilosive  50  lbs.  Gioss  weight  of 
paclGigie  about  70  lbs.  {Sm  Ixiiloolvoa.) 

GBNTIAN  EOCyr^Packed  in  bales.  20  cwt.  stow  in  about 
ijo  cubic  feet 

iSliS'^ — ^An  oily  kind  of  butter,  prepared  and  used  principally  in 
the  East.  It  should  be  treated  as  an  oil,  but  stowed  apart  from 
articles  of  a  scented  nature,  otherwise  the  flavour  of  the  ghee  will 
get  injured  and  its  value  destroyed.  Generally  packed  in  second- 
hand casks  or  tins^  which  often  leak  on  the  passage.  In  such  cases 
it-is  often  difficult  to  know  where  to  stow  it.  A  safe  place  on  deck 
might  be  resorted  to. 

20  cwt  in  cases  stow  in  about  60  feet. 

GINGER.— The  root  of  a  plant,  preserved  in  syrup  and  shipped  in 
cases,  which  weigh  H2  lbs.,  and  measure  4  feet.  The  cases  generally 
contain  six  jais>  sometimes  more.  When  stowmg,  espedaXLy  among 
other  goods,  leases  shooM  be  placed  mark  uppemiost,  or  the  jars 

wiQ  leak  and*  cause  damace. 

Biy  g^ager  roots  are  shipped  in  small  bags,  often  as  broken 
atomge,  and  we^  fiom  1x2  to  140  Ihs.  each. 

One  ton  of  cases,  20  cwt,  stows  in  about  80  Iset. 

GINGER,  dry  .—From  Chinese  ports,  pai^  in  bag^,  measure  6 
to  7  feet  weight  I  i»cul  net,  15  to  lioperpicol. 

GINGER,  wet.— Packed  in  baskets  shipped  to  India,  weighing 
50  to  70  catties  each,  measuring  3  to  5  feet  Value  from  |2-2o  to 
I3  per  picul. 

GINGSLLY  SEED.— Sesame,  Sesamum,  or  Gii^^,  the  5<s«- 
Miiiii  oHimkik,  cultivated  in  the  East  Indies.  Stow  as  seed. 


GLASS. 


109 


GINSENG  .—The  root  of  a  plant  grown  in  Manchuria  and  Korea, 
valued  by  the  Chinese  as  ai  tonic  and  stimulant.  Exported  from 
Wi-ju  on  the  Yalu  River,  packed  in  shallow,  oblong  baskets.  Value 
op  to  |6oo  for  the  catty.  Stow  in  a  dry  place  as  valuaUe  cargo. 

GLASS  ^— Glass  is  made  from  amixture  of  Lhnestone,Sand,  Soda, 
or  Potash,  Baryta,  Arsenic,  etc,  finely  ground  and  car^ully  muced 
into  a  greenish  tiack  powder.  This  compound  b  then  heated  in  a 
crucible,  until  it  becomes  a  red-hot  mcdten  mass,  which  is  poured 
out  upon  an  irtm  table  and  rolled  to  the  requir^  size  and  thick- 
ness after  this  it  is  allowed  a  week  to  cool,  then  ground,  pdisfaed 
and  packed  for  shipment,  etc. 

Plate  Glass  packed  in  cases  should  always  be  stowed  on  edge, 
taking  care  to  have  the  proper  end.  up  as  marked.  Much  care  is 
also  required  in  shnging  and  handling  such  fragile  articles. 

Gasea  of  Glass  should  always  be  stowed  athwartships,  and  on 
edge.  No  dunnage  should  be  used  except  in  the  wings  to  block  off 
with.  Dunnage  is  often  used  to  level  off  a  place  where  a  case 
would  not  fill  up ;  the  a»isequence  is  that  it  works  down  and  causes 
damage. 

20  cwt.  bottles  stow  in  85  feet. 

20  cwt.  plate  glass  in  cases  stow  in  41  feet.  (Uncertain.) 
Cases  containing  glassware  average  20  cwt.  in  no  feet  to  200  feet. 
Cases  containing  glassware  20  cwt.  stow  in-354  feet.  (Uncertain.) 
Cases  of  glass,  20  cwt.  in  130  feet. 

GLASS  BANGLES.— From  Chinese  ports,  packed  in  cases  with 
straw  inside.  Measurements  vary  from  6  to  10  cu1»c  feet  each. 
Gross  wd^t  90  catties  to  125  catties.  Cases  are  fragile  and  will 
not  bear  heavy  weights  or  rough  handling. 

GLASS  BEADS.— Shipped  Japan  and  China ;  packed  with  straw 
in  fragile  cases.  Measure  i  ft.  9  ins.  to  2  ft.  per  box.  Net  weight 
133  lbs.   Value  $12-50  to  119-50  per  case.  Avoid  rough  handling. 

GLU£^Packed  in  casks.  20  cwt.  stow  in  125  feet. 

GLUGOSB.— A  sugar  obtained  from  grapes  and  other  sources. 
Barrel  of  glucose  weighs  670  lbs.,  and  measures  13  cubic  feet.  The 
barrel  alone  weighs  45  lbs.   {See  Sugar.) 

In  casks  or  barrels,  one  ton  of  2,240  \hs,  stows  in  45  cubic  feet. 

In  boxes,  one  ton  ol  2,240  lbs.  stows  in  42  cubic  feet. 

GLYG£RINE.->A  sweet  liquid  extracted  from  a  fatty  substance, 
packed  generally  in  iron  drums  or  tanks,  often  in  bottles  or  jars. 


GOLD  AND  SJLVtR  SPECIE. 


SlmiiM  be  tmted  as  mdst  caip,  and  not  stowed  amonf  dry  articles. 
20  cwt.  slKMld  stow  in  40  feet. 

GOLD  AND  SILVER  SPECIE,  etc.— In  the  present  day  it  is 
usual  to  ship  specie  by  special  agreement  only,  at  a  rate  per  cent,  on 
the  declared  value,  consequently  in  the  event  of  loss  through  neglect 
m  caidessness^the  ship  cannot  be  held  hable  for  more  than  the  actual 
dedaied  value  on  whldi  freight  has  been  paid  at  time  of  shipment. 
In  mail  steamers,  where  specie  is  often  carried  in  large  quantities, 
the  Chief  Officer  has  usually  charge  of  the  department,  and  he  alone 
has  chaiige  of  the  safe  or  strong  room.  The  following  routine  is 
generally  adopted  : — Say  £10,000  worth  of  specie  and  \  aluables  are 
to  be  sfcdpped  afloat ;  the  specie  nets  are  got  on  deck  and  carefully 
examined.  To  each  net  a  2-inch  buoy-rope  of  the  required  length 
(depth  of  water)  is  securely  attached.  The  nets  are  so  made  that 
the  moutll  closes  when  hove  tight  after  the  specie  is  in.  The  buoy- 
rope  has  nothing  to  do  with  the  hoisting  in,  further  than  being 
attached  in  case  of  accident  to  close  the  net  and  mark  the  spot. 
When  the  specie  boat  arrives  alongside,  certain  trustworthy  persons 
are  told  off  to  receive  it,  and  get  it  on  board.  The  specie,  checked 
off  as  it  comes  to  hand,  is  carried  and  stacked  just  over  the  specie- 
room*  hatch,  mark  and  number  uppermost.  An  officer  stands  sentry 
over  it,  and  when  it  is  all  there,  the  actual  checking  begins.  The 
chief  officer  then  examines  every  package  separately  in  the  presence 
of  the  shipper,  especially  the  wrappers  and  seals,  which  must  be  in 
perfect  order,  entering  the  mark  and  number  in  his  specie  book  as 
he  passes  them  down  below.  When  all  has  been  received,  the  doors 
of  the  specie-room  are  closed  ;  the  officer  locks  it  carefully  and  tries 
the  door  several  times  to  see  if  it  is  secured.  The  purser  then 
makes  the  receipts  out  from  the  officer's  notes,  who  again  checks 
same  with  his  books,  and  signs  them,  upon  which  B.  L.  are  granted 
by  the  office. 

It  should  never  be  fotgotten  that  all  receipts  given  for  valuable 
packages  should  be  woided  "  Said  to  contain"  or  "  Said  to  value.*' 
Never  sign  for  a  certain  value  in  such  cases.  It  is  usual  to  grant 
receipts  on  board  for  **  contents  and  value  unknown,"  it  being 
impossible  for  an  officer  or  anyone  else  to  say  what  is  in  a  package 
into  which  he  cannot  look.  One  thing,  however,  he  can  do,  and  it  is 
of  the  first  importance,  viz.,  to  see  that  the  seals  and  covering  of  each 
package  are  intact  and  in  perfect  order.  Again,  on  getting  his 
receipts  for  the  different  parcels  on  delivery,  the  ||||ds  "  seals  and 
packages  in  perfect  order  and  condition,  marks  ani  iiimbers  as  per 


GOLD  AND  SILVER  SPECIE.  in 


receipt  "  should  always  be  insisted  upon.  Never  take  a  doubtful 
receipt. 

Never  take  over  the  specie-room  key  from  an  officer  or  anyone 
else  without  numbering  and  examining  every  package  for  yourself. 
Do  not  allow  the  key  of  the  specie-room  out  of  your  possession,  nor 
leave  it  lying  abput  your  cabin.  Always  make  a  point  of  putting 
valuable  parcels  or  articles  away  in  the  strong-room  at  once,  without 
any  delay,  on  receiving  them.  Always  obtain  a  clean  receipt  for 
any  packages  before  letting  them  leave  the  specie-room.  It  is  your 
only  safeguard.  Far  better  keep  the  packet  and  have  it  examined 
than  deliver  it  on  anything  but  a  pertectly  clean  receipt. 

Avoid  receiving  specie  or  valuable  packets  when  other  work  or 
cargo  is  Ukely  to  interfere  or  distract  attention. 

Never  allow  anyone  to  enter  the  specie-room,  especially  if  small 
parcels  are  lying  about,  unless  you  are  there  yourself. 

Questions  relating  to  the  gold  robbery  which  occurred  at  sea  on 
board  the  P.  &  O.  steamer  "  Oceana,"  during  one  of  its  voyages  from 
Australia  to  London,  came  before  the  Court  of  Appeal. 

The  Queensland  National  Bank  (Limited)  shipped  ten  boxes,  each 
containing  5,000  sovereigns,  on  board  the  "  Ocean  a  "  at  Port 
Jackson,  for  Lloyd's  Bank,  in  London.  During  the  voyage  thieves 
got  into  the  bulUonjroom,  broke  open  one  of  the  chests,  and  stole  the 
money.  An  action  was  brought  by  the  Queensland  Bank  against  the 
P.  &  0.  Company  to  recover  damages  for  breach  of  duty,  whereby 
the  £5,000  was  lost.  On  the  pleadings  a  preliminary  question  of  law 
was  raised — whether  the  Bill  of  Lading  implied  a  warranty  that  the 
specie-room  on  board  ship  was  so  constructed  as  to  be  reasonably  fit 
to  resist  thieves.  This  point  Mr.  J  ustice  Mathew  decided  in  favour 
of  the  Bank,  and  the  P.  &  O.  Company  appealed.  Lords  Justices 
Smith,  Chitty,  and  Collins  upheld  that  decision,  and  dismissed  the 
appeal. 

Gold,  fine,  1,228  lbs.  equal  i  cubic  foot. 
Standard  gold,  i,iSo  lbs.  equal  i  cubic  foot. 

APPROXIMATE  VALUE  OF  FOREIGN  MONIES  IN 
BRITISH  CURRENCY,  1913. 

C  indicates  Gold  ;  S.  indicates  Silver  ;  P.  indicates  that  Paper  is 

the  Standard  Currency. 
(Nominal)  G.  ARGENTINE  REPUBLIC— i  Gold  Peso  =  4s.  od. 
(Actual)    P.  „  I  Peso  =  100  Centavos 

=  IS.  9d.  (fluctuates). 
G.  AUSTRALIA.— Same  as  Great  Britam. 


m  GOLD  AND  SILVER  SPECIE. 

G.  AUSTRIA.HUNGARY.-x  Kn»e  -  n»  Heller  . 

zod. 

G.  BELGIUM.— Latin  Convention. 
(Nominal)  G.  BRAZIL.— i  Gold  Milreis  =  2S.  3d. 
(Actual)    P.      „     I  Milreis  =  1,000  Reis  =  is.  4jd.  (fluctuates). 

G,  CANADA.— I  Dollar  =  loo  Cents  =  4s.  ijd. 
(Nominal)  G.  CHILI.— i  Gold  Peso  =  is.  6d. 
(Actual)    P.      „      I  Peso  =  100  Centavos  =  lod.  (fluctuates). 

S.  CHINA.— I  Silver  Yuan  or  Dollar  «  100  Cents  mm 
2s.  od.  (about). 

G.  DENMARK.— I  Krone  =  100  Ore  =»  is.  Xjd. 

S.  KAST  INDIES.— T  Rupee  =  16  Annas  =  is.  4d. 
ECUADOR. — I  Silver  Sucr6  =  100  Centavos  =»  2s.  od 

G.  EGYPT.— £E  of  100  Piastres  =  £1  os.  3|d. 

G.  FRANCE.— Se«  Latin  Convention. 

G.-GERMAN  EMPIRE.— i  Mark  =  iifd. 
(Noiiiiiial)  G.  GREECE.— Drachma  «  100  Lepta  =  gjd. 

G.  HOLLAND.— I  Florin  or  Guilder  =-  lOO  cents  ■« 
IB.  8d. 

G.  fiALY.—See  Latin  Conventi5n. 

G»  JAPAN.— I  Gold  Yen  =  100  Sen  =  2S.  o^d. 

G.  LATIN  CONVENTION.— I  Franc  ==  100  Centsa» 

9|d  to  Jl|d. ;  about  25  Francs  to  the  £. 
Bon.  Gn  Act.  S.  MixlC0.—i  Dollar     100  Centavos  »  2s.oid. 
G.  NORWAY.-^iSfim  m  Dehmark. 
G.  PERU.— X  libfm  «■  10 Soles;  zSole  a  100 Centavos 

sss  2s.  od. 

(Noininal)  G*  PORTUGAL^— -z  Gold  Mikeis  »  4^  5|d. 
(ActnaQ    P.  i  Mflreis  =»  1,000  Reis  «  3s.  lod.  (about). 

ROUMANIA.— 5«e  Latin  Convention. 
G.  RUSSIA.—!  Gold  Rouble  at  100  Kopecks    28.  lid* 
(Ni.  -iiiial)  S.  SPASQI.— I  Silver  Peseta  —  9*$X3d. 
(Aiftml)   P.  1  Paper  Peseta  -  8f  d.  (aboa^. 

G.  SWEDEN.— S«ifM  MS  Denmabx. 

G.  TURKEY.-i  TnrWsli  Gold  £  -  100  PSastzes  * 

i8s.  od. ;  I  Piastre  «■  40  Fms. 
G.  UMITED  STATES  OF  AMERICA.—!  Ikiki 
100  Caits    48.  z*3d.  l4*86  to  the  £. 
(NomlnaQ  G.  URUGUAY.— z  Gdd  P^  »  48.  3d. 
(ActnaQ  S.       „         z  Siver  Peso      !oo  Caitesioiioi 
4S»  90*  laoouii. 


GRAIN. 


113 


INTEREST  TABLE. 

Without  an  elaborate  series  of  tables  it  is  impossible  to  show  the 
amount  of  Interest  due  upon  any  given  sum  at  2J,  3,  5,  or  any  other 
rate  per  cent.,  but  for  ordinary  purposes  it  may  be  ea^y  calculated 
by  a  very  simple  process. 

At  5  per  cent,  per  annum  the  amount  of  interest  upon  one  pound 
for  every  month  is  one  penny ;  having  ascertained  what  this 
amounts  to,  other  rates  may  be  reckoned  by  adding  to  or  dividing  it. 

2j  per  cent,  is  one-half. 

3  per  cent,  is  six-tenths. 

3i  per  cent,  is  seven-tenths. 

4  per  cent,  is  four-fifths. 

Thus,  5  per  cent,  upon  £60  for  10  months  would  be  £2  los.  ;  at  2 J 
per  cent.  £1  5s.  ;  at  3  per  cent.,  £1  los. ;  at  3J  per  cent.,  £1  15s. ; 
at  4  per  cent.,  £2.  If  the  rate  of  Interest  be  more  than  5  per  cent., 
then  the  addition  must  be  made.  Thus,  to  reckon  at  6J  per  cent., 
add  one-fourth  ;  for  7 J  per  cent. ,  add  one-half.  Bankers  and  money- 
dealers  calculate  the  Interest  for  every  day,  and  they  have  volumes 
of  tables  constructed  specially  for  the  purpose,  the  Five  per  Cent; 
Tables  alone  extending  to  nearly  400  pages. 

GONGS.— Packed  in  cases,  to  Europe,  measuring  4  to  6  feet, 
weights  and  value  various  and  uncertain. 

GRAIN.— Vessel  carrying  heavy  caigoes  should  have  one-third  of 
the  weight  in  the  between  decks,  or  above  the  beams.  When  bulk 
grain  fills  the  lower  holds,  shifting  boards  and  properly  constructed 
feeders  are  necessary,  and  arc  required  by  the  Board  of  Trade. 

Vessels  carrying  more  than  one-third  of  their  net  register  tonnage 
are  considered  as  ships  laden  with  Grain  Caigo.  American  grain 
is  usually  shipped  through  elevators.  A  single  elevator  will  load 
2,500  tons  in  24  hours.  When  grain  has  to  be  bagged  the  empty 
bags  are  generaUy  fiUed  in  the  hold  from  the  elevator  shoots,  sewn 
up  securely  and  stowed  in  their  pla^oes. 

Vessels  will  carry,  on  an  avera^. 

Of  Grain,  about  7  quarters  to  one  net  register  ton  ; 

Of  Wheat,  about  56  bushels  to  one  net  register  ton  ; 

Of  Com,  about  60  bushels  to  one  net  register  ton ; 
or  in  other  words,  steamers  will  carry  about  eight  times,  and  sailing 
ships  about  seven  times,  their  net  register  tommge,  in  quarters  of 
4^  lbs.  Grain  in  bulk  will  stov^  about  zo  per  cent,  closer  than  if 
stowed  in  bags.  Bags  of  grain  should  never  be  cut  open  (or  bled) 
when  stowing  in  the  holds ;  senoos  loss  often  falls  on  the  shipowner' 
Stowage  I 


CARRIAGE  OF  GRAIN 


liy  stevedores  doing  so  witlMmt  first  olitaiiiiiig  pemussion  in  writing, 
tiid  noting  it  on  the  receipts  and  Bills  of  Ijuliiig.  When  ships  are 
not  responsible  far  torn  or  burst  bags,  this  dioald  be  inserted  iii  the 
rMpts.  There  shall  not  be  carried  between  the  decks,  or,'  if  the 
ship  has  more  than  two  decks,  between  the  main  and  upper  decks, 
any  grain  in  bulk,  except  such  as  may  be  necessary  for  feeding  the 
cargo  in  the  hold  in  properiy-c«Jilstnicted  feedm.  Grain  cargoes 
siliould  have  at  all  times  ample  ventilation. 


CARRAIGE  OF  GRAIN. 

CoFY  wUcincB  Issued  by  the  Board  of  Trade.  August  1913- 

FOREIGN-GOING  SHIPS. 

The  owners  and  masten  of  vessels  engaged  in  the  foreign  trade  and  loading 
gimin  cargoes  at  foreign  ports,  other  than  those  in  the  Mediterranean  and 
^/>fc  Sea,  or  on  the  coast  of  Nbrtfk  AHwrka,  are  inlaniied  that  in  an  inqniry 
fitW  recently  into  the  loss  of  a  vessel  laden  with  wheat,  chiefly  in  bulk,  at  a 
Franch  port  in  the  Bay  of  Biscay,  it  was  found  that  the  precautions  taken  to 
pravait  the  grain  caiso  from  shifting  were  not  sufficient. 

AMkni^  llie  pradie  caiite  of  the  low  ol  the  vewel  could  not  be  determined, 
ftl,  in  view  of  th«Ei|i|nr  weather  she  encountered,  the  shifting  of  the  cargo 
and  liie  consequent  ''*|ii#"F  of  the  vessel  were  considered  by  the  Court  to  be 
Uiepiobable  causes  ol'*!! disaster. 

Tm  law  raqiiirai,  in  Hie  case  of  vessels  laden  with  grain  cargoes,  that  all 
necessary  and  reasonable  precautions  must  be  taken  in  order  to  prevent  the 
grain  cargo  from  shifting  ;  and,  if  these  precautions  have  not  been  taken,  the 
master  of  the  ship  and  any  agent  €»f  the  Ofwiier  wlio  was  diarged  with  the 
loading  of  the  ship  or  tiic  sending  of  her  to  sea,  are  each  liable  to  a  fine  not 
easoeeding  three  hundred  pounds,  and  the  owner  of  the  ship  is  also  liable  to  the 
me  fine,  unless  he  shows  that  He  took  all  reasonable  means  tD  enforce  the 
olieiiiiiiwsiiff  of  the  leqniieaMiits,  and  was  not  privy  to  the  breach  thereof. 

Hie  Board  of  Trade  are  not  prepared  to  advise  in  general  terms  as  to  what 
pracaations  shall  be  taken  m  the  case  of  vessels  loading  grain  at  foreign  ports. 
ofiMr  Hian  Meditenaaean.  Black  Sea.  or  Mdrtii  AflMriam  ports  lor  which 
■pecial  requirements  are  laid  down  in  Sections  453  and  454  of  the  Merchant 
Snipping  Act,  1894.  .     a.  ^ 

Owners  and  masters  of  such  vessels  are  however  hereby  warned  not  to 
assnine  Hiat  tiie  abseaceof  soch  regulattOM  afioids  any  warrant  for  neglecting 
to  take  all  necessary  and  reasonable  precautions,  and  the  responsibility  for 
taking  such  precautions  is  placed  by  the  law  on  the  owners,  and  their  agents, 
and  on  the  masters  of  the  vessels  referred  to. 

Mtfiaa  DcputtaMBl,  Boaid.  oi  Tnia. 


GiAiK,  Stamlard  Weight 

Wlieat  .... 60 lbs.  per biisM,37i bushels 
€<«i.  56 

5  56 


2,240  lbs.  (I  toi^' 


If 


CARRIAGE  OF  GRAIN. 


"5 


fi  t» 

tf  »* 

ft  ft 

tf  ft 

ft  t» 


Wmky   481bs.perbiiitid.46{bi]Bhd5s  2,24olbs.  (iton). 

Oats  .32.,     „     „  70 

Buekwlieat  45  „ 

At  tt 

Clfyver......63 „      „  55| 

Beans  63}      „     „  35} 

linseed    ..50,,     „  44} 
20  cwt.  of  Wheat,  in  bags,  should  stow  in  52  feet 
20  cwt.  of  Wheat,  in  bulk,  should  stow  in  48  feet  on  ah  average. 
20  cwt.  of  Com  or  Maize,  in  bags,  should  stow  in  52  feet ;  heavier 

sorts  49  feet. 
20  cwt.  of  Rye,  in  bags,  should  stow  in  53  feet. 
20  cwt.  of  Barley,  in  bags,  should  stow  in  60  feet. 
20  cwt.  of  Oats,  in  bags,  should  stow  in  75  to  80  feet. 
20  cwt  of  Beans  or  Peas,  in  bags,  should  stow  in  46  to  47  feet. 
20  cwt.  of  Buckwheat,  in  bags,  should  stow  in  65  feet. 
20  cwt.  at  liaise,  in  bulk,  should  stow  in  50  feet. 


CARRIAGE  OF  GRAIN. 

Copied  from  the  Memorandum  relating  to  the  Carriage  of  Grain. 

ISSUED  BY  THE  BOARD  OF  TrADE  IN  I907  AND  REPRINTED  I9I3- 

The  law  relating  to  the  carriage  of  grain  in  ships  is  contained  in  Sections 
452  to  456  of  the  Merchant  Shipping  Act,  1894,  and  in  Sections  3  and  11  of 
ilie  Merdhaiit  Shipping  Act,  1906.   {See  Appoidix  A.) 

Whenever  a  grain  cargo  is  laden  on  board  any  British  ship  all  necessary 
and  reasonable  pcecaations  n^u^  be  tal^  to  prevent  the  grain  cargo  ixom 
shifting.  - 

Speaal  requirements  are  laid  down  in  Sectkma  453  and  454  of  the  Merchant 
Shipping  Act,  1894,  for  British  ships  loading  grain  at  ports  in  the  Mediter- 
ranean and  Black  Sea  and  on  the' coast  of  North  America,  it  being  required 
hf  Section  453  that  these  veMds  flunt  be  loaded  ia  acootdance  wiHi  eilber : — 

(1)  The  Eighteenth  Schedule  to  the  Meichant  Shipping  Act.  1894.  (5^ 
Appendix  A.)  Or, 

(2)  Regulations  for  the  time  being  approved  by  the  Board  of  Trade. 
{See  Appenduc  B.)  Or. 

(3)  The  vessel  rtiust  be  constructed  and  loaded  in  accordance  vdtb.  a  phut 
for  that  particular  vessel  approved  Iff  the  Board  of  Trade. 

The  conditions  under  which  plans  of  loading  are  appwvcd  are  indicated 
in  Appendix  C. 

The  provisions  of  the  Merchant  Shipping  Act,  1894,  respectine  the  damage 
of  grain  in  British  ships,  are,  to  a  limited  extent,  applied  to  Foreign  ships 
loading,  or  arriving  with,  grain  in  ^e  United  Kingdom,  by  Section  3  of  the 
Merchant  Shipping  Act,  1906.    {See  Appendix  A.)    Under  this  section  : — 
(1)  Foreign  ships  loading  grain  in  the  United  Kingdom  must  comply 
with  Section  452  of  the  Merchant  Shipping  Act,  1894,  while  they  are 
within  a  port  ia  the  United  Klngdam. 


Ii6 


CARRIAGE  OF  GRAIN. 


(1)  Poraiiii  airiving  in  the  Uiifled  Kingdom  with  gnun  muit  in 
every  case  comply  with  Section  452,  and  ships  arriving  with  grain 
laden  at  any  port  in  the  Mediterranean.  Black  Sea,  or  on  the  coast  of 
Hofftii  America  mmt  oonraly  wHli  Section  453.  Muten  of  tlMse 
vessels  must  also  deliver  the  Notice  required  by  Section  454  to  the 
proper  Officer  ol  Customs  at  their  port  of  aixival  in  the  United 
IGngdom. 

(H  Foiami  mpt  loading  or  discharging  grain  at  any  pott  in  the  United 
Kingdom  may  be  inflected,  as  regards  thdr  graiB  cticii,  by  Snr- 
wyors  of  the  Board  of  Tiade,  vhile  they  are  ifittiin  a  port  in  tiw 
United  Klnfdom. 


Mmekmtt  Shipping  M,  1894. 
iltewiMis  452  TO  456. 
Cmfitg$  ofGraim, 

451.— {1 J  Whete  a  grain  cargo  is  laden  on  board  any  British  ship  aU  neces- 
sary and  nfiisonable  precautions  (whether  mentioned  in  tiite  Witxt  of  this  Act 
or  not)  shall  be  taken  in  order  to  prevent  the  grain  cargo  from  shifting. 

(2.)  If  those  precautions  have  not  been  taken  in  the  case  of  any  British 
ship,  the  master  of  tiie  ship  and  any  agent  of  the  owner  who  was  charged  with 
Htm  loading  of  the  ship  or  me  sending  of  her  to  sea,  aliall  eadi  be  liable  to  a  fine 
not  exceeding  three  hundred  pounds,  and  the  owner  of  the  ship  shall  also  be 
liable  to  the  same  fine,  unkas  h^  shows  that  he  took  all  reafx>nable  means  to 
cnl6«ce  tlie  tiUmmvmm  of  Hiis  selDiioii,  and  was  not  privy  to  tiie|breach  thereof. 

453- — (I-)  Where  a  British  riiip  laden  with  a  grain  cargo  at  any  port  in  the 
Mediterranean  or  Black  Sea  is  bound  to  ports  outside  the  Straits  of  Gibraltar, 
or  where  a  British  ship  is  laden  with  a  grain  cargo  on  the  coast  of  North  America' 
the  precautions  to  prevent  the  grain  cargo  from  shifting,  set  out  in  the 
Eighteenth  Schedule  to  this  Act.  shaU  bt  Mqptad,  rnilfithe  ship  is  loaded  in 
accordance  with  regulations  for  the  time  bong  approved  by  the  Board  of 
Trade,  or  is  constructed  and  loaded  in  accordance  wHOi  any  plan  approved  by 
Hie  Board  of  Trade.  ' 


(t.)  If  this  section  is  not  wm^SM  vith  in  the  case  of  any  diki, « 
precautions  to  prevent  the  gram  cargo  of  that  ship  from  shifting  shall  be 
deemed  not  to  have  been  taken,  and  the  owner  and  master  of  the  ship  and  any 
agent  charged  with  loadiaK  hm  or  sending  her  to  sea  sfaaU  be  liable  accordingly 
to  a  line  under  this  Part  of  this  Act. 

(3.)  Nothing  in  this  section  shall  exempt  a  person  from  any  liability,  dvil 
^or  criminal,  to  which  he  would  otherwise  be  subject  for  fitiUng  to  adopt  any 
iiaaonabie  precantiona  wliidi.  amKWgh  aoe  mentkmed  in  this  section  are 
waaonably  required  to  prevent  gnrinotfio  fnm  ddfling. 

454. — (i.)  Before  a  British  ship  laden  with  grain  cargo  at  any  port  in  the 
M«iiterraaean  or  Black  Sea  and  bound  to  ports  outside  the  Straits  of  Gib- 
BlMar,  or  laden  vilii  grain  cargo  on  the  coast  of  North  America,  leaves  her  final 
poft  of  loading,  or  wmiin  forty-eight  hours  after  leaving  that  port.  4ha  iBMfear 
Anil  deliver  or  cauat  to  be  delivered  to  the  British  consular  officer,  or.  if  the 

pWiMBion.  to  tiie  chief  officer  of  Customs  at  that  port,  a 


(«.)  Ilie  dmu^t  of  water  and  dear  iid«  as  defined  by  Hiii  fiit  of  Hiii  Act, 
Sfi^faSl^  f  uTti Am '"'^ ^ ^ hmlmm mmpUm <t m 

^HflMftl  jlptMrt      1^^9U(ljHDUK  flUQMdl 


CARRIAGE  OF  GRAIN 


117 


lb,)  the  following  particulars  in  reject  to  the  grain  cargo  ;  namely. 

(i.)  the  kind  of  grain  and  the  quantity  thereof,  which  quantity  may  be 
stated  in  cubic  feet,  or  in  quarters,  or  bushel^  or  in  tons  height ;  and 
(ii.)  the  mode  in  which  the  grain  cargo  is  stowed  ;  and 
(iii.)  the  precautions  taken  against  shifting. 
(2.)  The  master  shall  also  deliver  a  similar  notaoe  to  tiie  proper  offico*  of 
Customs  in  the  United  Kingdom,  together  with  the  report  required  to  be  made 
by  the  Customs  Consolidation  Act,  1876,  on  the  arrival  of  the  ship  in  the 
United  Kingdom. 

(3.)  Every  such  notice  shall  be  sent  to  tite  Board  of  Trade,  as  soon  as 
practicable,  by  the  officer  receiving  the  same. 

(4.)  If  the  master  fails  to  deliver  any  notice  required  by  this  section,  or  if 
in  isny  sodi  notice  he  wilfully  makes  a  false  statement  or  wilfully  omits  a 
material  particular,  he  shall  ior  eadi  offence  be  liable  to  a  fine  not  aaooeeding 
one  hundred  pounds. 

(5.)  The  Board  of  Trade  may,  by  notice  published  in  1h.e  London  Gaaettet 
or  in  such  other  way  as^e  Board  think  expedient,  exempt  diips  Mea  at  any 
particular  port  or  any  class  of  those  ships  from  this  section. 

433. — ^For  securing  the  observance  of  the  provisions  of  this  Part  of  this 
Act  witii  respect  to  grain  cargo,  any  officer  having  autiiority  in  that  behalf 
from  the  Board  of  Trade,  either  general  or  special,  shall  have  power  to  inspect 
any  grain  cargo,  and  the  mode  in  which  the  same  is  stowed,  and  for  that  pur- 
pose shall  have  all  the  powers  of  a  Board  of  Trade  Inspector  under  this  Act. 

456. — For  tile  purpose  of  the  provisions  of  this  Part  of  this  Act  witii  respect 
to  grain  cargo — 

The  expresaon  "  grain  "  means  any  com.  rice,  paddy,  pulse,  seeds,  nuts, 
or  nut  kernels. 

The  expression  "  ship  laden  with  a  grain  cargo  "  means  a  ship  carrying  a 
cargo  of  which  the  portion  consisting  of  grain  is  more  than  one-third  of  tiie 
r^;istered  tonnage  of  the  ship,  and  that  third  shall  be  computed,  where  the 
grain  is  reckoned  in  measures  of  capacity,  at  the  rate  of  one  hundred  cubic 
feet  for  each  ton  of  registered  tonnage,  and  where  the  grain  is  reckoned  in 
measures  of  weight,  at  the  rate  of  two  tons  weight  for  each  ton  of  r^^tered 
tonnage. 

MweMmt  Skipping  AO,  1894. 
£iG«nlsMTH  Schedule. 

....  « 

Pnamiiom  as  t&  Gram  Cmgp. 

{!.)  There  shall  npt  be  carried  between  the  decks,  or,  if  the  ship  has  more 
than  two  decks,  between  the  main  and  upper  decks,  any  grain  in  bulk,  except 
such  as  may  be  necessai^  for  feeding  the  cargo  in  the  hold,  and  is  carried  in 
properly  oonstmcted  feeders. 

(2.)  Where  grain  (except  such  as  may  be  carried  in  properly  constructed 
feeders)  is  carried  in  bulk  in  any  hold  or  compartment,  and  proper  provision 
for  filling  up  the  same  by  feeders  is  not  made,  not  less  than  one-fourth  of  the 
grain  carried  in  the  hold  or  compartment  the  case  may  be)  simll  be  in  bags 
supported  on  suitable  platforms  laid  upon  the  grain  in  bulk :  Provided  that 
tlm  regulation  with  respect  to  bags  shall  not  apply — 
(a.)  To  oats,  or  cotton  seed  ;  nor 

(6.)  To  a  ship  which  is  a  sailing  ship  of  less  than  four  hundred  tons 
registered  tonnage,  and  is  not  engaged  in  the  Atlantic  trade  ;  nor 

(e.)  To  a  ship  laden  at  a  port  in  the  Mediterranean  or  Black  Sea  if  tlie 
diip  ia  mvidod  into  oompartmrats  which  are  formed  by  substantial 
transverse  partitions,  and  are  fitted  with  longitudinal  bulkheads 
or  such  ahifting  boards  as  hereinafter  mentioned,  and  if  the  ship  does 
not  canry  more  timn  one-fonrtii  of  the  grain  cargo«  and  not  more 


CAERIAGE  OF  GRAIN 


tiMll  mm  tilowMnd  five  hundred  quarters  in  any  one  compartment, 
Ull,  or  itofMnii.  mod  provided  that  each  division  of  the  lower  hold 
la  fitted  vUli  pnopMljf  ooflttnctod  'fMdMS  fmni  Hia  iMlvPBsn  il^lro  i 
nor 

(if.)  To  a  sh^  in  wliidi  tiM  gnia  ctifo  does  not  exceed  one-half  of  the 
wlMite  cargo  of  tbm  Asp,  aad  tiM  ntk  of  tlie  cargo  oonristo  of  ootton. 
ipool,  iax.  bairete  or  M^cto  of  flour,  or  other  soigble  caj|o^to^rtowed 

(a.)  Wmn  gniin  is  canted  in  Hkm  %M  or  tU'W'UMH  Hie  dedn.  wli«tlier  in 

bags  or  bulk,  the  hold  or  the  space  between  tha  doclc  shall  be  divided  by  a 
longitudinal  bnlkhead  or  i^f  sufficient  shifting  boards  which  extend  from  deck 
to  Mkt>r  frooi  Hie  deck  to  lia  keelson  and  are  properly  secured,  and  if  the 
fiain  Is  in  balk  ai«  fitted  gnin*tikht«iHi  proper  filttngs  between  the  beams. 
(4.)  In  kuding*  Ilia  grtin  ikAll  oe  properly  sto'wedt  trimnied»  and  iscared. 

Sections  3  and  ii. 

J. — (i)  Alter  the  first  dav  ol  October  one  thousand  nine  hundred  and  seven, 
sections  lour  hnndrad  ina  fifty-two  and  low  ksndred  snd  fifty-fivo  of  tliii' 
pfiiicipal  Act  shaU  apply  to  a  lorei^  ship  which  loads  a  grain  cargo  in  the 
IJnited  Kingdom  so  long  as  Hie  ship  is  within  a  port  in  the  United  Kingdom. 

(2)  If.  alter  the  first  day  ol  Octoba:  one  thousand  nine  hundred  and  seven, 
•imitt  ship  kulen  wilk  grain  cargo  airivas  at  any  port 

ftMAig  the  grain  cargo  so  landed  that  the  master  of  the  ship,  if  the  ship  were 
n  Bli^ih  ship,  would  be  liable  to  a  penalty  under  the  provisions  of  Paxt  V. 
of  the  pdndpal  Act  relating  tothe  caniageof  grain,  the  master  olthatloreign 
Aip  shall  be  liable  to  a  fins  not  tnrfieeding  Hiree  hundred  pounds. 

(3)  After  the  first  day  of  October  one  thousand  nine  hundred  and  seven, 
section  four  hundred  and  fifty-five  of  the  principal  Act  shall  apply  to  a  foreign 
ii^  laden  ttiHijmfaiiftaidialsdiarges  all  or  any  part  of  her  cargo  at  any  port 
in  the  United  ^ngdom  so  king  as  the  diip  is  wiHiin  a  port  m  Hie  United 
Kingdom. 

(4)  The  provisions  of  section  four  hundred  and  fifty-four  of  the  principal 
Act.  so  Isr  as  Hiat  section  provides  for  the  delivery  of  the  notice  mentioned 
therdn  to  the  proper  officer  of  Customs  in  the  United  Kingdom,  shall  apply 
to  all  fi>reign  Miips  laden  with  grain  cai^  arriving  at  a  port  in  the  United 
IDngdoin  after  the  date  albreMid*  and  Hie  master  of  the  ship  shall  be  liaMe 
nooordingiy. 

1 1 .  Any  offence  for  which  a  person  is  liable  to  a  fine  under  subsection  (2) 
of  section  four  hundred  and  fifty-two  of  the  principal  Act  (which  relates  to  the 
obi^Hon  to  take  ptecanHbos  to  prevent  grain  cargo  firom  shifting)  ornnder 

piy  provision  of  this  Act  which  relates  to  the  lading  of  grain  cargoes  on  foreign 
dlips  may  be  prosecuted  summarily  ;  but  the  fine  to  which  a  person  is  liable 
ior  any  snch  offence  shall  not,  if  the  offence  is  prosecnted  summarily,  exceed 
n^kondved  ponndsn 

APPENDIX  B. 

REGULATIONS  APPROVED  BY  THE  BOARD  OF  TRADE. 

fl.)    Rules  of  the  Board  of  Underwriters  of  New  York. 

ft.)    Roles  of  the  National  Board  .of  Marine  Underwriters  of  New  York. 

{$.}    Roles  of  the  New  Orleans  Board  of  Underwriters. 

14.1    Rules  ol  the  Mobile  Board  of  Underwriters. 

If.)    Rnles  adopted  by  the  Wheat  Tariff  Association,  San  Fimndsoo,  Wheat 
Cargoes  one-third  in  bulk. 


CARRIAGE  OF  GRAIN. 


119 


Regulations  adopted  by  the  Wheat  Tariff  Assodatton.  San  Fiandsco, 
lor  Grain  Cargoes  in  bags.  ^       *  1 

(7 )    Rules  and  Byclaws  of  the  Port  Warden  of  Montreal. 
(J:}   liediterraneii  and  Black  Sea.   R^ulations  approved  by  Hie  Board  of 

Trade. 

(I,)  Thb  BoanD  of  Underwriters  of  New  York. 

(Marine.) 

RULES  for  Lo.\DiNG  GRAIN  in  Bags  or  BULK. 
Stored  ^»2^«rfof  UnderwAem  ol  New  York,  to  eoaUe  the  Sar- 

York,  and  the  respective  Insnrance  Companies  composmg  the  said  Boam  wiu 
be  dnly  notiM  &aEeot 

GBHBitAL  Regulations. 
f  The  draft  of  water,  or  free-board,  to  be  regulated  by  a  scale  apP/o^ 

t'eiet  S'SSW^  .S^^  mis  Board  o«.mde  (Mj™e 

D^?S^«f  S^7*«B  ^  beUded  deq>er  th«.  penmtted  by  those 

"f  Shifting  boards  must  extend  torn  the  upper  deck  *»  wh^ 
«rS«d  in  bulk    When  grain  is  earned  in  bags  the  shifting  board* 
SSS  ^!rt^om  deck  to  deck  iHie  between  decks,  and  not  less  than  fo« 
feet  downwards  from  the  beams  m  the  lower  hoW.  «-Ji«-.  ni.. 

3  Shifting  boards  lefcned  to  in  aU  Rules  shaft  be  of  two  (2)       fellow  pno 
or  of  three  l\)  inch  spruce  (or  equivalent). 

4  In  ha  ch  feeder? and  end  b<>lkhead» m»rtteboax^^ 

5  The  grain  must  be  well  trimmed  up  between  Uie  beam*  and  m  Hie  wtng^ 

^T:e'^e:tZ.^en  grain     ba^J^ other^o^^ 

not  mo?^^nfo^(T^^^  and  between  the  upper  boards  of  not  ^^tii^ 
"^nch^^^  Care  must  taken  that  all  ^^^'^^'^^'^^  ^ 
good  order,  and  well  filled  and  that  the  tiers  are  laid  dose. 

Sailing  Vessels. 

Q  Vessels  being  loaded  with  grain  in  bags  shaU  be  dunnag.ed  from 
twelve  I^hL  on  the  floor  and  from  ^J^^^.^^^^^^^'  "^^^ 
to  the  form  of  the  ship's  bottom  :  and  ^0  (2)  "^^les  at  th^srf«. 

The  between  decta  shaU  be  dunnaged  two  {2)  mches  from  ttic  sidfls  ana 

'^'rhe  dunnage  in  the  hold  must  be  laid  over  with  '^^'^^f  ^  e^J^^.!!!? 
with  s^,  or  approved  mate,  m  9B  to  prevent  any  of  the  loose  giain  from 


im 


CARRIAGE  OF  GRAIN. 


mmiiig  down  on  to  the  floor  of  the  vessel  and  thence  to  the  pump-well.  If 
mim  m  naed  they  must  be  of  good  quality  and  free  from  h5m..  Hie  ulli 
mod  mats  must  cover  the  keelsons. 

m,  ^rain  must  be  taken  in  bins  prepared  for  that  purpose. 

Matienals  for  bins  must  be  of  well-seasoned  stock ;  unseasoned  lumber  must 
Bfyt  be  need  wbmm  H'will  come  in  contact  witii  ^  giaia. 

II.  The  floor  of  the  bfn  must  be  laid  on  sleepers  of  scantling  2I  hw  4  indies 
in  sixteen  inches  apart  from  centre  to  centre,  supported  by  cMs  of 
oom^wnding  slae,  also  sixteen  inches  from  centre  to  centre. 

It  must  be  raised  from  six  to  twelve  ladiea  over  the  floor  of  the  vcaedr— 
in  the  bilge  from  six  to  fifteen  inches,  and  in  vessels  that  are  very  flat  c»' dwxp, 
may  be  increased  or  diminished  at  the  discretion  of  the  Surveyor 

In  no  case  shal  the  floor  of  the  bin  be  laid  on  kxMe  dwmage. 
^Jhe  floor  is  considered  as  extending  from  the  keelson  to  the  turn  of  the 
MlB^It  must  be  laid  with  two  thicknesses  of  one-inch  boards,  so  that  they 
iw  bceak  joints  at  the  edges  and  ends,  and  care  must  be!  taken  that  it  be  grain- 
tii^t.  Yeneb  under  three  hundred  (300)  tons  register  may  be  permitted 
tti«ve  a  single  floor  laid  with  one-inch  boards  placed  edge  and  edge  and  aeaiDs 
entered  with  battens  two  by  one  {2  x  1)  inch,  or  edges  lapped  one  inch. 

la.  The  stndt  lor  the  forward  and  after  bulkheads  for  vessels  not  exceeding 
fawtem  (14)  feet  dipHi  of  hoki  must  be  equal  to  four  by  six  (4  x  6)  indies  In 
slae;  for  vessdt  of  a  greater  depth  than  fourteen  (14)  feet,  they  must  be  equal 
i?.!?"'  ^  ^  ®^  inches.    They  must  be  set  twenty  (20)  inches  apart 

'mm  cwie  to  centre,  firmly  secured  at  the  top  and  bottom,  and  propedy 
braced,  in  the  centre,  also  cleaM  on  tlie  ceiling  to  resist  ma  pressure  of  tlie 
grain  and  made  grain-tight. 

13-  All  air  stnkesand  open  seams  must  be  closed  and  the  sides  of  the  vesse* 
above  1M  tarn  of  the  bilge  must  be  sealed  after  the  manner  of  clapboardin'' 
reversed,  and  not  furred  where  it  can  be  avoided.  When  furring  is  used  the 
ceiUng  must  be  made  grain-tight  at  the  bilges  and  sides.  All  lodjrine  and 
bosom  kneee  not  fitted  tight  to  lie  deck  mn^  cleated  grain-tight  around  the 
lace  of  the  knees. 

14-  Vessels  with  single  deck  or  with  one  deck  and  beams  carrying  a  full 
ttrao  ol  grain  are  required  to  have,  in  addition  to  the  forward  and  after  end 
MMieads,  two  trimming  bnlkheads  (thus  making  a  division  of  three  compart- 
aitnts),  to  extend  fron  lie  upper  deck  to  within  two  feet  from  tiie  bottom  of 
•flig  vessel ;  except  where  the  between  decks  are  laid  aft,  the  after  one  may 
•Ulend  only  to  the  lower  deck,  and  be  so  placed  that  in  loading  the  middle 
oompartmeiit  wffl  be  entirely  filled  and  the  end  ones  left  to  trim  the  vessel. 
If  the  end  compartments  are  not  entirely  filled  care  must  be  taken  that  the 
cam  be  properly  covered  and  secured  on  top  to  prevent  shifting.  The  studs 
of  ^tiannrfng  bnlkheads  to  be  not  less  than  three  by  six  (3  x  6)  mches  and 
•el  IvMily-two  (22)  inches  from  the  centres,  and  all  stnds  to  be  firmly  secured 
it  tlljl  aSMi  bottom  and  properly  braced  and  cleated. 

^^15.  Veasels  carrying  bulk  and  bags  must  not  carry  bulk  higher  than  to 
•dmit  <rf  tlie  stoiwBge  of  mie  quarter  of  the  cargo  in  bags  or  not  less  than  five 
heights  or  bags  over  it  (eactfyt  the  vessel  be  under  five  hundred  (500)  tons 
register  when  the  height  may  be  regulated  by  the  Surveyor). 

16.  Vessels  with  two  decks  having  bulk  nain  in  hold  as  high  as  the  between 
deck  Shan  have  stmloes  of  between  deck-plank  opened  on  each  side  over  the 
bulk  in  the  wings  and  amidships,  and  have  three  or  four  feet  of  bulk  gndn  in 
wing  and  amidship  feeders,  upon  which  suflBcient  grain  in  bags  or  other  car^o 
may  be  stored  over  board  coverings,  as  provided  foY  in  Rule  8.  When  the 
hold  is  not  fined  niOi  balk  giain  to  Hie  between  deck,  enough  space  most  be 
Mtand  soffidMit  cafyo  stowed  oter  it  to  fsofeity  aacore  it  u  provided  tor 

1?*  ^  pnniii-wdl  moat  be  ioiidtttliy  1^ 


CARRIAGE  OF  GRAIN, 


121 


man  to  the  bottom  of  the  hold,  and  with  room  to  work  conveniently  when 
there,  say  not  less  than  four  (4)  feet  fore  and  aft.  and  five  (5)  feet  aHrwact* 
diipe  (reference,  however,  must  be  had  to  the  siae  of  the  keelson  and  assistant 
keelsons),  and  must  be  grain-tight  and  ceiled.  ,  ^'    ^  ^ 

18  Access  to  the  pump-well  must  be  had  either  by  a  man-hole  liiioiim  the 
npper  deck  or  by  a  dear  passage-way  between  decks  from  the  after  hatch. 
Is  no  case  must  it  be  from  the  main  hatch. 

19.  Masts,  water-tanks,  and  pumps,  either  of  wood  or  iron,  must  be  properly 
cased,  to  prevent  damage  from  leakage.  an4  mast  coats  ninst  be  etrong  and 

tifiit.  ^- 

20.  The  between  deck  hatches  must  be  kept  off,  and  the  scuppers  safdy 
pilled  to  prevent  loose  grain  from  running  down  the  ship's  timbers. 

Ikon  or  Stbel  Sailing  Vbssbls. 

21.  The  foregoing  rules  are  also  to  apply  to  iron  or  steel  saiUng  vessels, 
excepting  that  in  cases  where  the  floor  and  ceiling  are  in  such  good  conditami 
as  to  warrant  it,  the  extra  floor  and  oeiUng  may  be  dispensed  with,  and  if  the 
stanchioi^  are  not  over  four  (4)  feet  apart  and  are  douWe,  two  or  three  mch 
plank  caJ  be  fitted  between  them  for  shifting  plank. 

Vessels  having  iron  or  steel  between  decks  without  openings  for  wmg  feeder^ 
the  banc  gndnm  the  kmer  hold  must  be  secured  by  at  least  five  heights  ^ 
bags  or  its  equivalent  in  other  cafgo  kid  over  board  coverings  as  provided  In 
Rule  8. 

Sn&iona. 

32.  Steamers  having  water  ballast  tanks  must  have  them  covered  with  a. 
grain-tight  platform  made  of  2  J  or  3  inch  sound  and  dry  planks,  but  thtt 
platform  may  be  dispensed  with  where  the  top  of  the  tanks  are  of  heavy  plates 
and  precantxma  are  taken  against  overflow  from  the  bilgeB. 

23.  Steamships  without  ballast  tanks,  havmg  a  cargo  platform,  m  good 
order.  wiU  not  be  required  to  fit  a  grain  floor  over  it.  otherwise  suchgram  floor 

#iU  be  required.  . 

id  Veneia  canying  aman  quantities  of  grain  m  balk  must  have  shifting 
boards  to  the  top  of  the  grain,  and  the  bulk  must  beifiopedy  covered  with 
hoards  before  any  other  cargo  is  stowed  over  it.  _^ 

25.  Single  deck  steametaTwMi  a  cootinuoua  hold  Iqpprardwm  be  req^^ 

tolutveadoaedbaDdMdtodivideilieaaaie.  tbia  rule wtt  ate  i^jpty^^ 

^er  hold.  .    ,  ^   -  - 

26.  ghifHng  planks  must  extend  from  deck  to  floor  where  giatn  is 

in  bulk  and  be  properly  secured  to  stanchions,  or  shored  every  eight  feet  off 
kngth  and  every  five  feet  of  depth  of  hold,  including  hatchways.  Shores  to 
be  three  by  eight  (3  x  8)  indies  or  four  by  six  (4  x  6)  inches. 

27.  No  bulk  grain  (or  seeds  fai  bulk,  eanept  oals,  aa  hereinafter  provided 
in  Rote  35,  36,  and  37)  to  be  carried  in  between  decks,  nor,  where  a  ship  has 
more  ^«  two  decks,  between  the  two  upper  decks,  unless  in  properly  con- 
structed feeden  to  fiU  the  ortop  and  lower  hold.  Bulk  grain  may  be  earned 
on  oitop  or  Hiiid  dec*  below,  provided^  said  orlop  has  wing  openinga  and 
amid8h5>  feeders  to  feed  same.  All  amidship  feeders  to  have  propeHy 
constructed  shifting  boards  to  top  of  coamings.  -  .       '  .  , 

23.  Steamers  with  two  or  more  decks  not  having  flnfiicient  and  p»*#y«iy 
congtmcled  wing  and  'midship  feeders  will  be  required  to  leave  sufficient  space 
above  the  bulk  in  lower  hold,  not  less  than  5 J  feet,  to  properly  secure  it  with 
bags  or  other  cargo  :  the  bulk  to  be  covered  with  boards  as  m  Rule  8.  Han 
ortop  deck  has  sufficient  openmgs  ,to  the  k>wer  hold  the  otiop.  and  tower  hold 
may  be  considered  aa  one  hoM  and  loaded  accordingly.  ^  .  .  ^ 

39.  Steamers  havmg  one  deck  and  beams  may  carry  bulk  to  such  a  height 
as  wiU  pennit  the  stowage  over  it  of  not  less  than  five  ttaiaof  taiga,  einept  in 


CARRIAGE  OF  GRAIN 


fbe  extreme  ends  where  four  tiers  of  bags  may  be  so£Eicient.  All  bags  to  be 
•towed  on  two  tiers  of  boards  as  providad  for  in  Rale  8. 

Soigte  40ck  StoaaiAfs  with  bigh  batdi  ooamiag*  loadtng  foil  or  part 
cargoes  of  Giaiii  in  bulk — 

isC.  Hic  ooamings  of  the  hatch  or  hatches  of  the  hold  which  is  to  be  filled 
with  bulk  grain  must  be  at  least  three  (3)  feet  six  (6)  indies  in  height ; 
<nd.  The  hatchways  must  be  of  sufl&cient  rise  to  admit  of  not  less  than 
four  (4)  per  cent,  oi  the  total  grain  in  the  hold  being  stowed  within 
Hie  cfMttings ; 

jrd.  The  hatchways  must  be  jnoperly  supported  by  heavy  iron  cross 

beams  and  fitted  with  fore  and  aft  shifting  boards  ;  and 
4th.  The  hatchways  must  be  so  placed  that  they  are  capable  of  feeding 
the  centre  and  bo^  ends  of  Hw  hold. 
JO.  Steamers  with  laid  between  decks  must  have  hatchway  feeders,  and  if 
the  distance  in  the  lower  holds,  between  the  forward  bulkhead  in  said  holds 
Mid  the  nearest  end  of  the  hatchway  feeders,  exceeds  twelve  (12)  feet,  then 
%«iiel  nnitl  teim  a  wing  feeder  on  each  side  provided  in  the  between  decks 
to  feed  tilis  space.    If  there  are  no  openings  m  the  between  decks  for  wing 
feeders  five  heights  of  bags  must  be  put  on  top  of  the  bulk  grain  from  the  bulk- 
head to  within  twelve  (12)  feet  of  the  feeders. 

The  same  nile  applies  when  the  distance  between  the  after  end  of  the  hatch- 
way feeders  and  the  after  bulkhead  in  lower  holds  exceeds  twelve  (la)  feet, 
ji.  Bags  stowed  or  laid  between  decks  must  be  dunnaged. 

32.  Steamers  carrying  giman  in  poop  or  under  bridge  dedc  nrait  have  such 
grain  in  bags  and  have  proper  dunnage  and  shifting  boards. 

33.  Stawneiaof  the  type  known  as  ' '  Turret, ' '  with  single  deck  or  single  deck 
and  beans,  may  load  full  cargoes  of  grain  in  bulk,  but  must  have  shifting 
boards  as  required  in  Roles  2  and  3,  and  if  required  by  Surveyors,  trimming 
bulkheads  forward  and  aft  extending  from  deck  to  floor,  or  if  coming  under 
hatches  to  top  of  coaming  as  directed  by  the  Surveyors,  and  substantially  fitted 
•nder  their  supervision.  The  loose  grain  in  the  end  compartments  to  be 
seeured  by  not  less  than  four  tiers  of  bags  on  boards  properiy  laid.  • 

34.  Steamers  that  are  partly  single  deck  and  partly  double  deck,  known  as 
"  switchback  "  and  as  "  part  awning  deck  "  steamers,  may  load  all  bulk  grain 
in  the  lower  holds  of  their  double  deck  compartm«its,  (noviding  proper  mid- 
^p  feeders  and  wing  feeders  are  fitted,  but  the  space  in  the  between  decks 
around  the  feeders  must  be  filled  with  bagged  grain  or  general  cargo,  but  if  the 
vessel  is  too  deep  to  carry  any  grain  or  other  cargo  on  the  between  decks  the 
ieeden  are  to  be  ^wired  or  properly  secured  to  the  satisfaction  of  the  Surveyor. 

If  there  arc  no  openings  in  between  decks  for  wing  feeders  and  the  bulk- 
heads are  more  than  twelve  (12)  feet  away  from  the  nearest  end  of  the  midship 
feeders,  five  (5)  heights  of  bags  must  be  put  on  top  of  the  bulk  grain  from  the 
bulkheads  to  wiHiin  twelve  (12)  feet  of  the  feedm. 

All  hatchways  used  as  feeders  to  have  properly  constructed  shifting  boards 
to  the  top  of  the  coamings. 

35.  Fuil  Cw^o  Oais. — Steamers  with  double  bottoms  lor  water  ballast  may 
carrv-  a  full  cargo  of  oatt  in  bulk  ;  but  if  with  two  or  more  decks  must  have 
tight  wing  and  hatch  feedecK  to  feed  the  lower  holds  and/or  otlc^  as  provided 
in  "Rule  30.. 

3^.  Peff  CmpB  #/ OM$. — Wkm.  the  quantity  of  oats  carried  in  bulk  between' 
the  two  upper  decks  exceeds  60  per  cent,  of  the  capacity  of  said  deck,  the  excess 
over  30  per  cent,  may  be  Stowed  in  bulk  in  compartments  fitted  with  wing 
shifting  boards  eictending  from  bulkheads  at  each  end  of  hold  to  wtthtn  foar 
(4)  feet  of  the  hatches,  one  of  such  compartments  shall  be  the  largest  between 
deck  compartments  ;  or  Where  a  steamer  has  four  or  more  compartments  in 
between  decks  oats  may  be  loaded  in  bulk  in  all  of  these  compartments  if 
-tfcey'm  pncivided  with,  wing  ieeden>'Of 'increaaed-siae  to  reach,  from  the  fomnnl 


CARRIAGE  OF  GRAIN. 


123 


and  after  bulkhead  to  within  four  feet  of  h«^es.  The 

feeders  for  lower  hokl  must  be  capped  boned  feeders,  tve  or  msL  mt  in  migm. 

All  holds  are  to  be  so  fitted.  . 

37.  In  single  deck  steamers  oats  in  bulk  may  be  loaded  oyer  hwivy  gram 
with  proper  separatwn  in  two  compartments,  but  Hie  gnan  to  aD  oltier  oom- 
mrtmente  mustbe  properly  secured  with  bagged  grain  or  other  »rgo  ^dy 
handled.  This  Rule  applies  also  to  steamers  where  some  compartments  are 
double  and  some  single  deck.  .      .  •  u 

^8.  If  owing  to  unnsnal  oonstructfon  of  vessels  which  inay  necwntate 
deviation  from  the  foregomg  Rules,  the  Surveyor  ninst  obtam  the  appiovnl 
of  the  Loading  Committee  of  the  Board. 

New  York,  September  i.  1899. 


(2.)    Rules  of  the  National  Board 
York. 

[The  rules  of  the  Natkinal  Board  of 
similar  to  the  rules  of  the  Board 


of  Marine  Unoerwriters,  of  New 

Marine  Underwriters.  New  Yo*.  mm 
of  Uoderwfiters  of  New  York] 


(3.)  Regulations  of  the  Board  of  Underwriters  of  New  Orleans,  Ioc 
Preparation  and  Stowaoe  of  Grain-Loaded  Vessels. 

STEAMERSt 

I.  Steamers,  with  or  without  water  ballast  tanks,  must  have  flwrs 
with  2|  or  3  inch  planks  (the  same  being  sound,  dry  and  gram-tig^ty.ana  not 
lew  than  1 8  inches  above  cementing.  .        ,      .  j 

2  steamers  with  a  continuous  hold  forward  wiH  require  a  close  bulkhead 
in  «ie  same,  and  also  aft  if  deemed  necessary  by  the  Surveyor 

3  Two  (2)  to  three  (3)  inch  shifting  planks,  or  equivalent,  at  the  discretion 
of  the  Surveyor,  must  be  properly  secured  to  stanchwns  and  ^red  eve^r  8 
feet  of  length,  and  every  5  feet  of  deptti  of  hold  :  shores  tobc3by8or4by6. 
at  the  discretion  of  the  Surveyor. 

4  The  shifting  boards  must  extend  from  upper  deck  to  keelson  where  gram 
is  carried  in  bulk,  with  secure  beam  fiUings  ;  when  grain  is  carried  m  ba«  the 
shifting  boards  miist  extend  from  deck  to  deck  in  the  tween  decks  and  not 
less  than  4  feet  downward  from  the  beams  in  the  lower  holds. 

5.  No  bulk  grain  to  be  carried  in  the  between  decks  or  (where  a  shiphas 
more  than  two  decks)  between  the  two  upper  deda,  nnleas  fapr^Pgy 
constructed  feeders  to  feed  the  hold  ;  feeders  amidships  to  have  centre  ataittng 

^^ol^^AU  grain  carried  in  bulk  must  be  suppUed  by  proper  feeders  or  sufficient 
space  left  to  properly  secure  it  with  bags  of  grain  or  other  cargo. 

7.  Steamers  not  having  properly  constructed  feeders  will  be  required  to 
leave  sufficient  space  above  the  bulk,  not  less  than  5^  feet,  to  properly  secure 
it  with  bags  or  other  cargo  ;  the  bulk  to  be  boarded. 

8.  Steamers  having  one  deck  and  beams  may  carry  bulk  to  such  a  height 
as  will  permit  the  stowage  over  it  of  not  less  than  five  heights  of  bags  jtow^ 
over  b<iards  laid  fore  and  aft  (excepting  at  the  extreme  ends,  where  four  he^hte 
will  be  sufficient),  and  so  placed  that  eadi  tKittom  bag  iWl  be  wpportedby 
two  boards  with  athwartship  bearing  boards  sufficient  to  prevent  the  Dags 
from  settling  into  the  bulk  grain.  .  . 

9.  The  grain  must  be  weU  trimmed  up  between  the  beams  and  wmgs  and 
the  space  between  the  beams  and  wings  complefcdy  filled. 


CARRIAGE  OF  GRAIN 


lo.  *ktm  class  of  steamers  known  as  "  switdiback  "  or  "  web-frame  "  are 
■Bmiwil  to  may  all  bulk  grain  in  No.  a  hold  only.  The  feeding  hatch  must 
Imw  Aifttfw  pfeu^  M  hi^  as  liw  haM 

tl*  SMamers  which  have  long  bridge  decks,  same  being  double  deck  at 
Ulii  1 nnd/or  3  holds,  may  carry  all  bulk  grain  in  said  holds,  only  same  must 
%m  flUlli  with  properly  constructed  feeders  with  shifting  boards  extending 
1^  to  tie  top  of  hatch  coven,  lib  bulk  gsiin  wffl  be  aUowed  outiide  the 
twd<Bri.and  between  the  decks. 

12.  Bunker  hatches  within  any  hold  in  which  they  are  fitted  af«  to  be 
vtifiied  lor  feeders  wiMnpoanble.  A  bulkhead  is  required  between  Nos.  i  and 
3  hoMs. 

ij.  Oats  may  be  di^iped  in  .bulk  in  steamers  fitted  for  grain,  excepting 
Hiat  feeders  will  not  be  leqioired.  but  they  must  be  well  trodden  down  to  the 
aalisfMtioii  of  tiie  sufireyw  being  kMded,  or  space  left  for  at  Isest  five 
Mights  of  .bags. 

14.  Flax  seed  is  to  be  shipped  in  the  same  mannor  as  wheat,  excepting 
that  the  boaids  ooveciiig  tiie  bulk  seed  shall  be  pjaitwd  cloae  together. 

Part  Cargoes. 

15.  Vcssds  loading  pmt  cargoes  of  grain  will  conform  to  above  rules.  ejKept 
ufaere  liiefe  is  seven  isst  or  more  height  between  grain  in  lower  holds  and 
decks  above,  iai  leid  gnin  secured  by  cotton  screwed  in  over  one  tier  placed 
OB  it  fiat,  in  whidi  ease  no  platiom  boards  will  be  leqniied  between  grain 
and  cotton. 

(4.)  Mom.  BoaiD  of  lUiDEmwwTKasi 
Rbouiahqps  lor  PaxpAitATiaii  and  Stowage  of  GaAXN-LoanBD  Vessels. 

The  only,  differences  in  these  rules  to  those  of  the  Board  of  Underwriters 
el  New  Orleans  are  contained  in  rule  lo  and  Part  Cargoes. 

to.  The  dass  of  steameis  known  as  "  switchback  or  "  web-frsjne  "  are 
allowed  to  carry  all  bulk  grain  in  No.  2  hold  onty.  The  feeding  hatcii  ntnst 
have  shifting  planks  as  high  as  the  hatch  covers. 

SiSamers  which  have  long  bridge  decks,  same  being  double  deck  at  Nos.  a 
and/or  3  ho]da»  nay  carry  all  bulk  grain  in  said  holds,  only  same  mnat  be  fitted 
with  property  constructed  feeders  with  shifting  boards  extending  up  to  the 
topof  hatch  covers.  No  bulk  grain  wUl  be  allowed  outside  the  feeders  and 
-  between  'tihe  decks. 

Bunker  hatches  in  Ito.        hold  ate  to  be  utilised  for  feeders  when  possible. 

'Pabt  Gakgoss. 

Vessels  loadini  pait  cargoes  of  grain  will  confonn  to  above  mles'except 
where  there  is  7  feet  or  more  height  between  grain  in  lower  holds  and  decks 
above  and  said  grain  secured  by  cotton  screwed  in  over  one  tiw  placed  on  it 
fiat,  in  whkh  case  no  platlofni  of  boards  win  be  required  betireen  grain  and 
cotton. 

(5.)  Rules  adopted  by  the  Wheat  Tariff  Association,  San  Francisco. 
lor  loading  Iron  or  SfmsL  Ships  with  one-third  of  Cargo  of  Wheat  in 
bulk  fiom  F*AciviC'  Coast  to  £ijropb. 

I.  Tins  fNunp-well  must  be  soffidentiy  large  to  admit  of  the  passage  of  a 
man  to  the  bottom  of  the  hood  and  have  room  to  wnrik  oonvenientiy  toere, 
and  must  be  grain-tight  and  cased  if  required. 

Access  to  the  pnmp-well  must  be  either  by  a  manholfi  throu^  the  nfgper  deck 

SHMt'  it  be  frftiff  ttie  tobIH'  htvlitibi* 


CARRIAGE  OF  GRAIN.  125 

2.  Bulk  or  loose  grain  must  be  taken  in  bins  prepared  for  that  purpose. 
Material  for  bins  must  be  of  well-seasoned  spruce  or  pine  stock.  Unseasoned 
lumber  must  not  be  used  where  it  will  come  in  contact  with  the  grain. 

3.  The  floor  of  bin  mast  belaid  on  sleepersof  scantling  5  by^  inches  in  sUe, 
16  indies  apart  from  centre  to  centre,  supported  by  studs  in  the  bilges  of 
corresponding  size,  also  16  inches  from  centre  to  centre.  It  should  be  miaed 
6  inches  over  the  floor  of  the  vessel ;  in  the  bilge,  9  inches. 

All  defects  in  the  ceiling  of  ihe  shq»  must  be  made  good  before  the  floors  of 
the  bin  are  laid,  and  cafe  mnst  be  taken  that  tiie  ifmag  nrand  the  iioa  toetaMi 
be  made  grain-tight. 

The  riM  of  toe  vessd  above  the  torn  of  the  bilge  mnst  be  ceiled  alter  ttie 
manner  of  clapboarding.  so  as  to  shed  grain,  and  the  boards  must  be  lifipsd 
'not  less  than  2  inches  and  securely  nailed  with  steel  wire  nails. 

In  no  case  should  the  floor  of  the  bin  be  laid  on  loose  dunnage.  The  floor 
is  considered  as  esctending  from  the  keelson  to  the  turn  of  the  bilge.  It  must 
be  laid  with  two  thicknesses  of  one-inch  boards,  so  that  they  will  break  jointo 
at  the  edges  and  ends,  and  care  must  be  taken  that  it  be  perfectly  tight. 

The  bins  to  be  lined  wito  burlaps  or  sailB  to  tlie  hflif^t  of  toe  Indk  gfssn. 

4.  The  studs  for  the  forward  and  after  bulkheads  must  be  equal  to  4  by  8 
inches.  They  must  be  set  20  inches  apart  from  centre  to  centre,  firmly 
secured  at  the  top  and  bottom,  and  properly  braced  and  deated  on  the  ceiling 
to  letfst  the  pressure  of  toe  grain. 

5.  Shifting  boards  2  inches  thick  must  extend  from  the  keelson  to  the 
deck  on  each  side  of  the  stanchions,  fitted  tight  to  toe  beams,  with  battens 
over  the  seams,  and  care  must  be  taken  that  the  stanchions  are  well  secured 
at  boto  ends  and  not  more  than  7  feet  apart. 

Two  thicknesses  of  x-inch  board  may  oe  substitated  for  toe  a-inch  boaid*, 
provided  toey  are  fixed  to  break  joints  at  the  ed|[es  and  ends. 

Shiftoig  boards  to  be  shored  off  to  sUesof  4iip  tonmltoof  haftdies. 

fVboden  stanchions  of  same  thickness  as  the  iron  stanchions,  to  be  put 
in  and  driven  ti|(ht  from  beams  to  keelson,  to  vdiidi  the  shifting  boaids  aie 
to  be  secured. 

Exceptions  may  be  made  to  oases  irihera  pennansnt  diifling  plinki  mm 
satisfactorily  fitted. 

6.  Masts  and  water  tanks,  eitoer  of  wood  or  iron,  must  be  pnmerlv  cased 
to  prevent  damage  hrom  leakage.   Biast  coats  must  be  stiong  and  ti^t. 

7.  Vessels  being  loaded  wito  over  12,000  bushels  (960  Aort  tons)  of  gndpi 
in  bulk  mu|st  have. intermediate  atowartships  partitions  or  bulkheads. 

8.  Vessels  carrying  bulk  and  bags  should  not  canv  toe  bulk  higher  than  to 
admit  of  tiie  stowage  of  not  less  llm  6  hdghto  of  bag*  over  it,  stoired  w 
Castomary,  on  a  platform  of  i-inch  boards.^  not  more  than  6  inches  apart, 
supported  on  and  nailed  to  i-inch  boards  not  more  than  5  ieet  apart,  so 
as  to  prevent  toe  bags  from  settling  into  the  bulk  grain. 

Badi  bottom  bag  to  be  so  plaoed  toat  it  Aidl'beaapportsd  by  tuo  boards 
running  crosswise  to  toe  bags. 

Two  tiers  of  bags  to  be  stowed  from  toe  bottom  of  the  bins  to  toe  top  of  toe 
bulk  wheat,  around  toe  masts,  pump-wdl  aad'tsak. 

9.  ItodottbtededtvtosslisperniittedtocBriylNdkffratototlMbatwea^ 

Movember,  1896. 

(6.)  Baonnjmons  ADOpimn  by  thie  Wkmmx  tmrn  Assocxatiov^  San 
FlAMcisco.  for  toe  LoalmiG  of  CMmstm  oi  GmMm  to  Baos  at  I-aonc 
CoiAST  Poets. 

Iron  Shiis. 

Dunnage  in  toe  bottom  to  be  not  less  than  6  mches  on  the  floor  and  10  inches 
at  toe  bilge.  Lower  hold  to  be  lined  wito  boaids  from  toe  keelson  to  the  lower 
deck  beams. 


126  CARRIAGE  OF  GRAIN. 

The  sides  of  the  'tween  decks,  if  fore  mad  mft  battened  only,  the  space  between 
the  battens  to  be  filled  in  with  boaidt.  . 

mhiem  vcitical  battens  an  fittad  over  ^  fora  and  aft  on<».  thick  mats 
flaw  be  used  in  Iteo  of  tlia  lunids  before  mentioned,  but  in  the  absence  of 
tmm  wMMmmi  vertical  battens  are  to  be  fitted  between  the  ori^nal  ones. 

Wlieie  Hie  'tween  deck  is  laid  and  caulked,  with  coamings  fitted  xmind 
hatchways,  the  deck  to  be  dunnaged  witii  strip  and  board  two  indkcs  high  ; 
but  wiiere  tlie  deck  is  opsii  Hw  gvtlBr  wstsrwrny  only  wM  laqoire  to  ba  ooveved 
with  a  fore  and  aft  board.  ^.  .  , 

In  all  cases  where  a  vessel  has  canied  salt  or  otlwr  caigo  wbich  leaves  a 
pemiaiisiit  daainiess  in  tike  deck,  it  is  to  be  dimnafsd  in  tiie  same  manner 

as  a  laid  deck.  ,  .  ,  *  « 

Snfficient  covering  to  be  laid  over  the  bottom  as  high  as  the  upper  turn  of 
fbe  bilge»  all  ioie  and  aft.  to  prevent  the  kxMe  grain  getting  to  the  pumps. 

Shifting  boaids  2  inches  thick,  placed  on  each  side  of  the  stanchions, 
abreast  of  each  other.  mu»t  extend  from  deck  to  deck  in  the  'tween  decks,  and 
must  entmd  not  less  than  4  feet  downward  from  ttie  beams  in  "tiie  lower  hold, 
aad  be  seeaied  to  the  satisfaction  of  the  Surveyors. 

In  vessels  where  no  manhole  is  fitted  to  get  to  the  pumps,  a  proper  commuu> 
cation  is  to  be  left  through  the  cargo  to  get  access  to  the  pump-weU. 

November,  1896. 

(7.)  Extract  horn  ^e  Bwmm  Bmjm  and  BMamoLrums  of  the  Offjce 
of  Hie  POBT  Wakobn  of  the  Hambour  of  Montreal  stnctioned  -liy  tha 
CMci  of  the  MbntnalBoaid  of  Tilde,  March.  1898. 


Rbgiilatioiis  JkwwMctmo  ifmrntm  OurwAmos. 
The  master  of  any  vessel  intending  to  load  grain  for  any  port  not  within 
tJie  limits  of  inland  navigation  shaH  notify  the  Pbrt  Warden  who  shall  ascer> 
tain  whether  such  vessel  is  in  a  fit  state  ai^  condition  to  receive  and  carry  her 
cargo  in  safety  to  its  destittatioii.  and  if  in  his  opinion  she  is  unfit  he  fllia9 
dedare  what  repairs  are  necessary.  While  the  different  holds  are  being 
piepaied  the  master  shall  notify  the  Port  Warden  from  time  to  time,  who  shall 
see  that  each  hold  is  in  a  fit  and  proper  state  sad  oaodilioii  to  receive  grain 
and  #f"  cntsf*  in  tiia  books  of  his  office  all  particalan  oonnected  witb  these 


snrvmrs  and  giant  necessary  certificates. 

LMsrf.--11ie  limber  boards  to  be  lifted  and  limbers  and  water  oouises 
to  the  iliip'sfainpe  to  be  deaned  wiiere  necessary. 

CmHng.—'nm  seams  of  ceOing  over  water  ballast  tanks  will  cequire  to  be 
made  grain-tight  by  nailing  |  x  2  inch  battens  over  them. 

F/oortfig.— Steamships  wiHiout  ballast  tanks  having  a  cargo  platform  18 
iaciiss  or  higher  above  the  cement  in  the  bottom  will  not  be  required  to  fit  a 
giainikior  over  it,  otherwise  such  grain  floor  will  be  required,  but  in  all  cases 
Hie  cement  between  the  frames  above  the  ceiling  must  be  examined  and 
lepaiied  if  neoessaiy.  pump  and  other  casings  where  passing  thiouf^  the  ship  s 
to  be  made  grain-tight.  When  there  is  not  the  necessary  depth  of 
floor  a  grain  flooring  will  be  required  extending  from  the  keelson  to  the  turn 
of  the  l5ge  of  3x4  mch  scantling  ctoseboaided  edge  to  edge  wilii  twoi-indi 
boards  breaking  joints  and  made  grain-tight.  _^ 

In  vessels  having  water  ballast  tanks  in  No.  2  and  3  holds,  the  Port  Ward« 
in  his  discretion  may  giant  a  certificate  and  permit  bulk  grain  to  be  loaded 
in  No.  I  and  No,  4        proirided  iliat  on  mimnati^ 
these  holds  is  lowid  to  ba  diy  and  is  food  oid«, iBaiBa  caaUssd  and  made 

■^1^  W»den  may  also  U  Id.  diac^tio.  » tfa.  c»  <rf  ^  <>{  ..»d» 
eoostmction  wilii  specially  heavy  ballast  tank  tm  witlwul  wooden  ceilmg. 
giant  certificates  to  load  bulk  gnin  pfovidad  tbe  bilsss  aad  watsr  courses  in 

Hie  wings  are  sufficiently  de^. 


CARRIAGE  OF  GRAIN, 


127 


Skiftmg  Boarrfi.-Shifting  boaids  nrast  exiMd  1mm  lammer  deck  to  the 
toeten  when  grain  is  carried  in  bulk  :  when  gram  is  earned  m  bags  the  sh.ft- 
ingboards  must  extend  from  deck  to  deck  in  the  'tween  decks  and  not  less  than 
A  leet  downwards  from  the  beams  in  the  lower  holds. 

Shifting  boaids  to  be  boilt  of  a  or  3  inch  planks  laid  close  on  edge  properly 
gecured  to  the  hold  pillars  or  shored  every  8  feet  of  length  and  5  feet  of  height 
of  hold  :  the  shores  or  braces  to  be  3  x  6  inches  or  4  x  6  mch^  according  to 
length  and  firmly  secured  at  botii  ends  in  the  hatdiways.  ^hor^not  to  be 
ludier  apart  tbixi  5  feet  of  length.of  hatch.  FUUng  pieces  to  be  ft^fd  between 
S^nWhere  bulk  grain  I  carried.  Shifting  boards  to  befittedm^ 
between  decks  when  grain  or  flour  in  bags  is  earned.  bulkhe^w  to  be 
built  if  the  forward  hold  is  continuous  between  No  i  and  No.  2  totthej. 

Feeders  — Grain  carried  in  bulk  must  be  supplied  by  proper  feeders  or  eise 
secured  by  bags  of  grain  or  other  cargo.  .  u^*.«w 

Feeders  to  be  constructed  of  3  x  6  mdi  studding  fitted 
coamings  if  possible,  deated  at  head  and  foot,  boarded  with  i  i  mch  boards^ 
On  thefnsidiofstudding,  shifting  boards  in  centre  to  extend  above  bulk  gram 
and  shored  from  side  of  feeders  or  hatch  coamings,  between  deck  scu«M» 
to  be  used  as  supplementary  feeders  when  practicable,  the  size  of  thebox. 
to  be  regulated  by  the  POrt  Warden.    Bunker  hatches  to  be  vitilised  as  feeder 
when  fusible.    The  quantity  of  bulk  grain  in  the  feeders  must  be  at  least 
3  per  cent,  of  the  quantity  of  the  contents  of  the  hoW  they  leea. 
^  Port  Waidei  may  also  at  his  discretfoi;  permit  vessels  that  have  spea- 
ally  OOOStnicted  high  hatch  coamings  the  capacity  of  which  is  not  less  than  3 
pcf  cent,  of  the  contents  of  the  hokl  or  bin.  to  use  sajdhat^C0Mun£  ss 
min  feeders,  but  such  pennission  diall  not  be  given  before  the  first  day  of 
May  or  after  tiia  first  day  of  October.  . 

siowog*.— Steamers  having  one  deck  and  beams  may  2f^*5^LS!ili? 
such  a  height  as  will  pennit  the  stowage  over  it  of  four  heights  of  ^"f  • 

and  wh«S  bagged  irain  or  other  cargo  is  used  for  secunng  the  bulk  gram 
boardTof  i^di  tWckness  must  be  laid  close  edge  to  edge  on  athwartehip 
bearers  not  more  than  4  feet  apart  on  thebuUc  gram  to^ 
The  bulk  grain  must  be  well  trimmed  up  between  the  beams  and  m  the  wmgs 

and  an  spaces  completdy  filled.  . ,  ,     ^ .   .  . ,  

^here^ha^  not  le  ca^ed  between  the  decks,  or  if  the  ship  bas  more  th^ 
two  decks  between  the  main  and  upper  decks,  any  h^vy  ?  .f**^^ 
such  as  may  be  necessary  for  feedmg  the  cargo  m  the  hold  and  is  earned  in 

^Tt^r^^'^re^ter  shaU  be  pennittod  to  load  an  entire  ^o 
of  grain^ bulk,  its  excepted.  Oats  may  be  carried  m  bulk  to  any  extent 
iR^^ve  ofttp  tomia^  of  the  ship,  but  subject  ^  ^^^h  regn^tions  ^ 
jSe^e  to  dunnage  iSig  and  shifting  boards  as  the  Port  Warden  may 

''^^ter  shall  inform  the  Port  Warden  of  the  quantity  of  bunker  coal 
his  vessd  may  require  to  take  in  after  leaving  this  port,  so  that  due  a  lowance 
may  be  S  when  the  freeboard  is  given.  The  freeboard  of  all  vessel 
to  be  regulated  by  the  Port  Warden  but  the  freeboard  is  never  to  be  less  thsn 
SaV  *3™dunder  tiie  pioviskms  of  Jhe  Imperial  Me«iiant  Shq>fang  Act. 
1894. 
April,  1903. 

(8.)  Mxoitbrranban  and  Black  Sea.    Regulations  APPRoyto  by  the 

Board  op  Trade. 
Whereas  it  is  provided  by  swrtion  453  of  the  Merchant  aipjang  Act.  1894. 
that  "  WheIC  a  British  ship  laden  with  a  gram  cargo  at  any  port  in  tne 
Mediterranean  or  Black  Sea  is  bound  to  ports  outside  the  Staaits  of  Gibi^t^ 
or  where  a  British  ship  is  laden  with  a  grain  cargo  on  the  oosst^  NOTtt 
America,  the  precantioas  to  prevent  the  gram  cargo  from  shiftmg  set  ont  m 


CARRIAGE  OF  GRAIN. 


atHp  Eaghtoenth  Sdiedule  to  this  Ad  diaU  be  adopted.  unliSB  tlie  ihip  it 
loaded  in  mmtdrnm  with  mgnktiofui  for  the  time  beiuf  mnmA  hw  Hie. 
BoaidofTmdtt." 

Now  Hieieioie.  the  Boud  of  Tkide  approve  the  following  ivgulations, 

I.  In. the  case  of  single-decked  ships  loading  a  gnun  cargo  at  a  port  in  the 
Mediterranean  or  Black  Sea,  where  no  provision  is  made  for  feeding  the  hold, 
and  where,  according  to  the  requirements  of  the  Eighteenth  Schedule  of  the 
•■id  Act,-  ooe-foiirth  of  the  grttn  canied  in  any  one  connartment,  bin,  or 
l|ivision  must  be  in  bags,  the  Board  of  Trade  have  approved  a  rq;uIation  that 
flhe  whole  fourth,  or  any  part  of  the  fourth,  of  the  compartment,  bin,  or 
division  which  would,  aoooiding  to  the  requirements  aforesaid,  be  stowed  with 
grain  in  bags,  may  in  Men  tlMveof  be  stowed  wkOi  bales  of  cotton,  bales  of 
grass,  or  be^gs  of  flour,  or  other  suitable  cargo  ;  provided  always  that  the 
substituted  cargo  be  supported  on  suitable  platforms  laid  on  the  grain  in  bulk 
and.  be  so  stoiied  aS'  to  pfweot  Hiie  gnin  from  shifting. 

3.  In  the  case  of  sli%s  hairing  two  decks,  oats,  cotton  seed,  or  barley  may 
|m  canied  in  bolk  in  the  'tween  decks,  pfovided  tiuit — 

(•)  Grain-tight  feeders  be  fitted  from  the  lower  hold  through  the  hatchet 
to  the  uppermost  deck :  such  feeders  to  contain  not  more  than  6 
per  tent,  and  not  leas  than  3  per  cent,  of  the  quantity  carried  in  the 
hoM  or  compaitment  tiiey  feed.  These  leeders  must  not  interfere 
with  or  deoeate  in  any  way  the  2  per  cent,  wliich  is  required'  to  lesd 
the  grain  carried  in  the  'tween  decks. 

Or  (in  lieu  of  the  rcpfulation  contained  in  the  paragraph  (a)  above)  may  be 
tnbstitnted  the  following  : — 

(6)  That  the  between  deck  hatches  shall  not  at  any  time  be  put  on  ;  and 

(c)  That  strakes  of  the  deck  be  lifted,  or  if  the  deck  is  an  iron  deck,  sufficioit 
openings  be  made  through  the  deck  in  the  wings,  which  with  the  open 
hatdies  shall  adinit  oi  tiie  cargo  In  iitub  btiweea  decks  feeding  Hie 
lower  hold. 

The  regulations  contained  below  shall  also  be  observed  whether  the  ship 
is  loaded  under  the  regulation  contained  in  paragraph  (a)  above,  or  in  acooxd- 
aace  wi&k  tlie  vtgnlalioiit  containwi  in  paiagrt^  (6)  and  (4  wbofm^t  fiMt  .it 

(d)  There  shall  be  longitudinal  grain-tight  shifting  boards  in  accordance 
with  Clause  3  of  the  Eighteenth  Schedule  of  the  said  Act,  and  the  grain 
iball  be  propeflj  stowed,  trimmed,  and  secored.  as  required  by  C&nte 
4  of  the  said  Schedule. 

{ill'  Feeders  shall  be  fitted  to  feed  the  grain  carried  in  the  between  decks, 
such  feeders  to  contain  not  less  than  2  per  cent,  of  the  compartments 
they  feed.  If  strakes  of  the  deck  be  lifted,  or  sufficient  opeaingt  ivs 
left  to  enable  the  grain  in  the  /tween  decks  to  feed  the  lower  hold, 
then  it  is  obvious  ^at  tiie  feeders  must  contain  at  least  2  per  cent,  of 
tike  compartments  they  feed.  i,e.,  tite  tween  decks,  plus  the  lower  hold. 

(/)  The  BpdiCt  in  i3tt»  'tween  decks  in  which  tiie  gada  in  Dalklt  ettiied  simll 
be  bounded  at  each  end  by  grain-ti^t  tfiatveiie  towlMietds  or  fftrti- 
tions  extending  from  deck  to  deck. 

I^lllll'lll  'St'IimDI'  flflfeUHp^  fllflbUB^QIi  iHMDIl^ti'  43W^^lBHrS0flk^l^B^I 

3.  If  at  any  time  it  siMmld  i^pear  to  the  Board  of  Trade  that  Hie  above 
regulations  or  any  of  tiiem  insufficiently  provide  for  the  safety  of  the  ship, 
ai^  should  ther^ore  in  their  opinion  be  revoked  and  withdrawn ;  or  that 
they  aped  alteratioa ;  the  Board  of  Trade  will  revoke,  withdraw,  or  altor 
Hheti'  tippoB^f^ng^y 


CARRIAGE  OF  GRAIN 


129 


APPENDIX  C. 

IiiSTSvcTroifs  RBLATiirG  TO  Pl&ms  or  LoanniG  ion  Ybsssls  Loaonia 
Gkaim  at  Forts  m  mm  Mxoitbrkaiixam  Aiio  Black  Sba« 

AppUeaiitms  fm  Emm^lkitu 

1.  Ail  appUcaHons  whidi  may  be  received  from  owners  or  builders  for 
exemption,  under  Sec.  453  of  the  Merchant  Shipping  Act.  1894,  from  certain 
of  the  provisions  of  the  Eighteenth  Schedule,  and  subsequent  reports  thereon, 
should  be  forwarded  direct,  together  with  the  accompan3ring  drawings  in 
dufdicitte  and  Ite  Sorveyor's  report,  to  the  Principal  Ship  Surveyor,  for  Uie 
consideration  of  the  Grain  Committee.  The  duplicate  drawing  for  the  master's 
use  should  in  all  cases  be  forwarded  to  the  Grain  Committee  so  that  it  may 
be  stamped  for  identification.  Surveyors  dionld,  before  forwarding  the  draw- 
ings showing  the  proposed  arrangements  for  the  stowage  of  grain,  be  caretel 
to  see  that  the  information  embodied  upon  them  as  r^^ards  shifting  boanis, 
feeders,  bins  for  bulk  grain,  etc.,  is  complete  and  de^nite,  so  that  in  uie 
event  of  an  approved  pfain  of  loading  being  issoed.  tiie  master's  drawing  itself, 
independenj:  of  the  printed  plan  of  loading,  would  loim  a.definite  and  leiialde 
guide  to  the  master  in  loading  the  vessel. 

2.  In  all  cases  the  owners'  intentions  with  r^;axd  to  the  stowage  of  grain 
in  the  deck  erections  should  be  clearly  indicated  on  the  drawing,  and  all 
spaces  that  are  intended  to  be  stowed  with  bagged  grain  should  be  cleaxly 
SO  marked.  This  will  save  subsequent  inconvenience,  for  if  the  drawing  bears 
a  note  that  no  grain  wiH  be  earned  above  the  upper  deck  suod  it  afii^wazds 
appears  that  the  owner  desires  to  carry  grain  there,  the  plan  of  loffd«"g  will 
have  to  be  withdrawn  and  an  amended  one  issued. 

Surveyors  should,  as  opportunity  arises,  point  out  verbally  to  builders 
that  the  carnage  of  grain  above  deck  is  not  objected  to  in  vessels  of  ordinary 
proportions,  on  the  following  conditions  : — 

(a)  Grain  all  in  bags,  provided  shifting  boards  are  fitted. 

(ft)  Barley,  oats  or  cotton  seed,  in  bulk,  if  shifting  boards  are  fitted  gratn- 
tig^t,  and  efficient  feeders  provided. 

(c)  In  single-decked  vessels  of  ordinary  proportions,  grain  of  any  description, 
otiier  than  barley,  oats  or  cotton  seed,  in  bulk,  not  exceeding  one-sixth 
of  the  total  carg^  carried  below  deck,  provided  the  diifting  boards  are 
fitted  grain-tight  and  the  bulk  grain  is  carried  in  bins  with  proper 
feeders.  The  bins  should  not  be  of  greater  capacity  than  that  specified 
in  clause  17. 

3.  The  drawings  received  from  builders  are  frequently  "  sun-prints,"  on  a 
material  which  is <  not  sufficiently  durable.  While  Surveyors  cannot  refuse 
to  accept  such  sun-prints,  they  should  point  out  to  builders  or  owners  that 
tradofs  on  tracing  cloth  or  linen-backed  sun-prints  are  mc»e  snitaMe  fM^  tiie 
use  of  the  master.  It  is  preferred  that  the  drawings  should  be  on  a  scale 
of  one-eighth  of  an  inch  to  the  foot,  as  a  scale  of  one-sixteenth  of  an  indh  to 
the  foot  is  too  small  to  show  clearly  the  necessary  details. 

4.  The  builders  should  in  all  cases  (unless  the  vessd  is  close  ceiled)  add  a 
note  to  the  drawings  that  the  figures  denote  the  capacities  of  the  holds,  ete., 
as  measured  out  to  the  skin  plating  and  to  the  top  of  the  beams. 

5.  In  ^e  case  of  single-deck  vessels  a  note  must  be  added  as  to  lifting 
boards  to  the  same  effect  as  clause  2  of  the  printed  form  A  {see  Appendix  D). 
and  it  must  clearly  show  that  when  bulk  grain  is  carried  the  shifting  boards 
are  to  extend,  grain-tight,  in  the  hatchways  and  trunk  feeders  (if  any),  up  to 
the  undar  side  of  ttie  hatches  or  fore  and  aftere.  Notes  must  also  be  added 
to  the  same  effect  as  clauses  3  and  4  of  the  form  A.  In  the  case  of  vessels 
having  a  'tween  decks  for  the  whole  or  part  of  the  length,  the  notes  should 
follow  <lie  clauses  3,  4,  3  and  6  of  form  B,  or  dauses  a.  3  and  4  of  form  C.  In 

Stowage  K 


CARRIAI»  OF  GRAIN. 


aidmon  *  aolt  Awili  I*  MA  U  <hc  foUowing  effect  in  tiie  case  of  ve^els 
(e^  two  decked  or  part  awning  docked)  in  which  a  limited  amount  of  buUr 
gwiiiaaltowed  to  be  carried  in  the 'tween  decks  hi  Was:-- 

^^ilto.— The  cable  oMitettlt  of  Wot 
-  in  tiM 'tMR  Mte  oi  ^  dsmwing 

one-sixth  \ 

one-seventh  j-    of  the  whole  space 
ooe-flil^ili 


m     |«pt  igPBKler  fliaii| 


m«iW.tefbrgnun{^^^^W^^  ^ 


all  compartments  of  the  hold  and  'tween  decks  are  filled  with  raain 
"  an  fhe  fains  marked  for  bulk  grain  may  ccmtahi  grain  in  bolk.  When,  how- 
**  mm  mm  of  ilw  Mils  or  wmm  of  the  bins  for  bagged  gram  m  the  tween 
"  dirf^  arc  left  empty  the  master  should  not  fill  all  the  bins  which  are  martod 
lor  bnlk  grain  with  heavy  giain  in  bulk,  but  he  should  either  leave  some 
"  of  them  empty  or  rednco  tiuir  siio  or  take  otter  steps  to  insure  tii«t  the 
"  Ml  m§igM  ofhmy  hdk  gmm  tmmi  im^  *imtm  i§cks  shall  not 

(•^/^?AJ       ofmmUw*  .  f  below  the  upfm  deck. 


forward  of  the  §MgitiS 
room. 

"  Whm  m  caigo  is  pMtly  gmon  and  partly  cargo  of  other  descriptions 
"  the  proportion  5at«A  jililp  riloiiW  be  computed  on  the  entire  weight  of 
"  the  «rgo  carried  beloir  ib&t,  ladnding  goodsjof  all  descriptions. 

The  Surveyor  should  pomt  out  that,  as  these  notes  «ie  mtended  for  tte 
pidaace  of  4xb  master  in  hiading  the  veesd.  they  tfioiild  be  prvH§d  upon  the 
laawings  in  conspicuous  letters. 

In  iMiicTn  of  ordinary  proportions  the  maximum  proportion  of  heavy  num 
ai£Srmay  be  carridin  tte  'tween deda  wiD  vsMlly  be  one-sixth  m  two- 
lS^pf4  Mtmm.  one-seventh  in  well-decked  vessels,  and  one-eighth  in  partial 
svming  decked  vesseb,  but  the  proportion  may  be  reduced  in  certain  cases. 

6.  When  it  is  intended  that  bulk  grain  is  to  be  carried  either  m  a  oomgete 
'tween  decks  or  III  a  bridge  house  or  poop,  a  plan  view  of  tiie  tween  decksor 
of  the  deck  beneath  the  bridge  hoise  or  poop  should  be  given  on  the  drawings 
diowinR  all  hatchways  to  the  holds  beneath,  including  tnmmm^  hatches  (if 
any)  imd  a  note  diould  be  added  that  aU  hatches,  except  witotte  tomk 
fe^BiB.  are  to  be  dosed  when  bulk  grsln  is  carried,  with  an  asterisk  at  tue 

haldiways  idfciit^a||tei,t  .  „ ,    j    -^.u  4.u^ 

7  When  one  end  of  a  hold  is  partitioned  off  by  a  bulkhead  With  tiie  mten- 

tion  that  the  part  divided  off  is  to  bo  fed  from  the  hold  by  means  of  doorway  s 
or  openings  in  tiie  bulkhead,  tto  opentegs  must  be  in  sufficient  number  and  of 
anftcient  width,  say  not  less  than  four,  having  a  combined  width  of  Q^i^ 
24  per  cent,  of  the  vessel's  registered  breadth,  and  they  must  extend 
liriit  np  to  the  underside  of  the  dec*  beans.  A  sectional  view  showmg  the 
bntthead  and  the  openings  should  appear  on  the  drawings  with  a  note 

The  doorways  in  the  bulkhead  to  be  left  open,  otherwise  not  less  thanone- 
"  iourth  of  the  grain  carried  in  No.  hoW  is  to  be  ui  bags  supported  on 
**  sniteblo  platficnms  laid  upon  the  giatn  in  bulk." 

8  The  Surveyors  should  request  the  builders  or  owners  to  mark  on  aU 
diawmgs  the  depth  of  the  beams  at  the  ends  of  the  hatchways.  If  the  depth 
of  the  hatch  end  beams  or  coamings  exceeds  15  teches.  apodal  means  rntist 
be  adovled  to  aflow  the  grain  to  pass  from  the  feeder  to  the  holds. 

9.  In  the  case  of  vessels  having  a  tier  of  hold  beams  these  should  be  mdicated 
m  m  diawmgs,  which  should  also  bear  a  note  to  the  effect  that  event 
III  ft  WMd  deck  being  laid  on  the  beams  Hw  approved  plan  of  loadiiig  wiu 
OHUM  to  i^ply  ami  should  be  returned  for  cancellation. 

10.  tt^fiiiliiwolallfortalrtofflt^  ^ 


CARRIAGE  OF  GRAIN. 


131 


able  bulkheads  forming  the  ends  <^  flue  bins  or  compartments  for  bulk  grain, 
ilioilld  bo  plainly  and  definitely  iafaown  on  the  drawing  by  figured  dimensions. 

II.  Surveyors  should  pay  special  attention  to  reserve  bunkers.  If  *» 
no  nitention  of  carrying  grain  in  such  spaces  the  drawings  should  be  plamly 
so  marked ;  if  the  other  hand  the  owner  proposes  to  carry  gmn  m  a 
reserve  bunker,  the  shifting  boards  and  feeders  most  ooniply  with  the  usoal 
conditions  of  approved  plans  of  loading.  ^ 

12  When  a  plan  is  submitted  for  the  carriage  of  light  gram  aU  m  balk  to* 
two  deck  voMel,  as  an  alternative  to  a  plan  for  carrying  heavy  bulk  grain  uj 
ifae  total  capadty  of  each  hatchway  which  forms  a  feeder  to  the  light 
gnun  should  be  clearly  shown  on  the  drawings,  as  weU  as  the  cap^^oj 
portion  of  the  hatchway  whidi  is  available  for  feedmg  tlw  bias  for  beavf 

Feeders  to  bulk  grain  in  'tween  deck  spaces  are  sometimes  arranged 
so  as  to  be  over  a  recess  instead  of  over  the  main  body  of  the  bin.  Sodi  aa 
arrangement  ahonM  be  avt^ded  whenever  poodUe,  and  whm  it  occursm 
several  bms  ui  tho  same  veasd  the  feedteg  arraageoMote  cannot  be  considered 

satisfactory.  ^ 

14  When  a  feeder  is  partially  dosed  at  the  bottom,  ite  effective  capaaty 
most  be  eonsideced  as  equivalent  to  the  amount  of  grain  whidi  would  be  able 
to  flow  o«t  of  in  tiie  evaot  of  the  seteleiiicat  of  giain  m  the  compartment  to 
he  fed. 

15.  in  the  case  of  vessels  having  a  'tween  decks,  when  it  is  proposed  to  form 
the  feedSfS  to  the  lower  holds  by  deep  portable  hatch  coamings,  instead  of 
the  more  usual  trunk  feeders,  the  Surveyor  should  report  in  detail  what  pro- 
vision is  made  for  securing  the  portable  plates  to  the  permanent  Iowct  dedc 
hatch  coamings,  and  a  note  must  be  added  to  the  drawingundereach  hatcfc^ 
way  so  fitted.  "  Deep  pntahle  ooaahigs  to  be  m  place  when  bulk  gram  is 

16.  Surveyors  should  note  that  it  is  considered  necessary  that  not  only  a 
minunnm  feeder  capadty  dioiild  be  provided,  but  also  that  the  feeders  should 
be  suitably  arranged  as  feir  as  possible  to  feed  the  different  parts  of  the  holds 
or  compartmente.  It  is  desirable  that  no  part  of  a  hoW  or  con^atoent 
shouW  be  at  a  greater  distance  than  from  20  to  24  feet  frdBi  the  tumMUmam, 
but  m  DCiHwIi  hnrinc  a  small  ratio  of  depth  to  braadlii  a  soaewMtt  gnanr 
aii^ti^  has  in  some  cases  not  been  objected  to. 

17.  The  maximum  capadty  to  be  allowed  for  thft^ins  for  bulk  grain  in  the 
'tween  decks  of  two-decked  vessels  is  to  be  regulated  as  foikm ^ 

If  tiie  feeders  to  any  of  the  bins  are  so  arranged  that  the  distance  beiween. 
the  bounding  bulkheads  of  the  bins  and  their  respective  feeders  does  not 
exceed  14  feet,  when  measured  on  a  fore  and  aft  line,  the  capacity  of  such  bins 
may  be  560  quartera.  If,  however,  the  above  distance,  in^  case  of  any  of 
the  bins,  is  over  14  feet,  but  not  exceeding  18  feet,  the  capacity  of  such  bins 
should  not  exceed  470  quarters.  If  the  distance  referred  to  exceeds  18  feet 
in  the  case  of  any  of  the  bins,  such  bins  should  not  have  a  greater  capaaty 
than  375  quarters. 

18.  When  permanent  iron  or  steel  grain  divisions  are  fitted  which  are  not 
in  themselves  grain  tight  between  the  vessel's  beams,  it  is  not  oonsuiered 
satisfactory  that  wood  beam  fillings  should  be  merdy  jammed  between  the 
beams  wimont  other  means  of  securing  Ihem,  as  the  master  wiU  be  hable  to 
assume  that,  as  the  iron  division  is  permanent,  the  responsibiUty  does  not 
rest  with  him  of  seeing  that  the  beam  filhngs  Itre  in  place  before  eadi  voyage. 
It  is  therefore  dedraUe  that,  when  wood  beam  fillings  are  necessary  m  such 
cases,  they  should  be  permanently  secured  in  place  by  a  bolt  at  each  end  of 
the  wood  filling.  In  all  cases  of  iron  divisions  the  Surveyor  shouki  report  {a) 
whether  the  iron  division  is  made  grain  tight  round  the  l>dn*  W 
use  of  wood,  (b)  if  iio|.  whether  the  wood  filUngs  have  been  effiden^  bolted 


m  CARRIAGE  OF  GRAIN. 


In  radi  CMM  a  Um  scale  yketch  dKraM  be  shown  on  the  drawing* 
clearly  the  beam  fillings  and  the  bolts  for  securing  them  in  place. 
19.  Wi&  reference  to  clause  2  of  Regulations  No.  8  {vide  Appendix  B) 
ngu&an  the  caniage  of  oats,  barley,  or  cotton  seed,  all  in  bulk,  in  vessels 
of  liM  tiio-declMl  tfpa,  Suxvtffim  siioold  note  tiiat  the  Boaid  hare  dfldded 
that  a  uniiorm  minimum  feeder  capacity  of  2  per  cent,  may  be  accepted  for 
all  flans  of  loading  provided  the  disposition  of  the  feeders  is  such  as  properly 
to  wmi  the  different  parts  of  the  holds  or  compartments. 

SH.  Wtfa  regard  to  davise  3  of  the  form  B.  and  to  daiiae  3  of  the  form  C 
(•iif  Anpendix  D),  it  is  to  be  understood  that  the  conditions  stated  are  intended 
m  whiffy  to  a  cargo  partly  or  entirely  of  heavy  grain.  The  conditions  which 
§omm.  iHm  carriage  of  oats,  baiiey .  and  cotton  seed  in  vessels  having  two  decis 
are  contained  in  regulations  approved  by  tlie  Board  under  section  453  of  the 
Merchant  Shipping  Act,  1894  {vide  Appoidiz  B.  Regulations  No.  8.  clause  2), 
and  light  grain  may  be  carried  in  bulk  in  the  'tween  decks  under  these  regula- 
tiiiiHl  iiilliout  sefeience  to  an  a|yproved  plan  of  loading.  When,  however,  it 
is  desived  to  carry  heavy  grain  m  bulk  in  the  'tween  decks  equal  to  one-sixth 
of  the  wiiole  cargo  below  deck,  and  to  fill  the  remainder  of  the  'tween  deck 
•IMUse  wi^  light  grain  in  bnH.  the  aggregate  capacity  of  the  bint  for  heavy 
bulk  grain  must  not  be  omMhdth.  of  the  whole  space  for  grain  below  deck, 
but  must  be  reduced  so  that  Hie  weight  of  heavy  bulk  grain  in  the  'tween  decks 
does  not  exceed  one-sixth  the  w§igki  of  the  entire  cargo  carried  below  deck, 
'iw<!i«Miiiw  coodi'Of  all  dtoiciiotioiia.  * 

Surveyors'  Reports. 

21.  Hie  legisterad  dimensk>ns  of  the  vessel  should,  in  all  cases,  be  reported, 
and  II  a  plan  of  kiading  has  been  approved  lor  a  sifter  vessel  ^e  name  and 
official  nwber  sbonM  be  stated 

12.  Surveyors  should  carefully  ascertain  and  report  whether  all  the  par- 
ticulars set  forth  on  the  drawings  are  in  order,  whether  the  dimensions  of  the 
h/Mknmy*  as  marked,  repieoent  the  mean  internal  dimensions  of  the  feedera 
correspond  with  their  own  measurements  at  the  ship  ;  or,  if  it  is  not 
ible  to  take  such  measurements,  th^  should  report  whether  the 
on  the  drawings  oorresposd  irfft  the  measofements  of  liie  hatch- 
as  taken  v^ien  computing  the  vessel's  tonnage.  The  heights  of  all 
should  be  meaMmd  from  tbe  nnder  .side  of  the  deck  to  the  under  aide 
of  tiie  hatch  coven. 

•3.  SofveyoiiaieinallcaaeatofeportwhofberliielBederorieedeiitoeadi 
hold  or  compartment  in  which  bulk  g'-ain  is  to  be  carried  have  a  capacity  at 
least  2  per  cent,  of  the  leepective  compartments.  The  feeder  capacities  should 
be  their  actual  capadtiea  after  dednction*  have  been  made  for  all  obstructions. 
When  the  leeders  aie  tnuikld  in  a  'tween  decks,  bridge  house  or  poop,  the 
lieight  of  those  spaces  from  beam  to  baun  in  vidnity  of  the  feeders  is  to  be 
navfced  upon  tiie  drawingp.  ^ 

S4.  Hie  ligQiea  marked  on  inmiogii  n|Meeenting  the  capacities  of  holds 
Off  OOittpartments,  in  whidl  It  Is  intended  to  stow  bulk  grain,  should  in  all 
Qiiea  rei^esent  the  actual  ipaoe  which  the  bulk  grain  would  fill  if  carefully 
iHliied.  Thus  in  iron  andnM  vcHels  of  mdinary  construction,  the  measure- 
:Bient8  diooM  be  talM 
#le  of  tiie  wood  or  steel  deck. 

It  Is  not  considered  necessary,  in  ordidary  cases,  that  Surveyors  should 
neraonally  meaanie  the  cantdtiir  of  the  lower  hokis  in  order  to  verify  the 
Igviei  on  the  drawings,  nnless  n||p||ive  some  reason  to  doubt  their  correct- 
ness :  it  is,  however,  desirable  tet  occasional  check  measurements  ^uld  be 
taken  of  one  of  the  holds. 
In  Hie  case  of  vessels  having  a  'tween  decks  for  the  ciiole  or  part  of  thejr 


CARRIAGE  OF  GRAIN 


133 


ships  should  be  measured,  and  the  Surveyor  shoukl  satisfy  himself  that  the 
capacity  of  the  bin  marked  on  the  drawings  agrees  with  his  measurements, 
and  should  report  accordingly. 

25.  In  the  case  of  two  deck  vessels,  when  it  is  intended  to  carry  heavy  bulk 
grain  in  the  'tween  decks,  a  report  is  to  be  forwarded  that  the  aggregate 
capacity  of  the  bins  set  apart  for  heavy  bulk  grain  does  not  exceed  one-sixth 
of  the  vessel's  total  capacity  for  grain  below  the  upper  deck.  A  similar  report 
is  required  when  it  is  proposed  to  carry  heavy  bulk  grain  in  iMns  in  a  bndge 
house  or  poop,  and  abo  m  the  case  of  part  awning  deck  vessels  and  well 
decked  vessels.  The  capacity  of  the  bins  should,  as  a  rule,  be  limited  to  one- 
eighth  of  the  whole  space  for  grain  forward  of  the  engine  room  in  the  case  of 
part  awning  deck  vessels,  and  to  onenievaith  of  that  spaice  in  the  case  of  well- 
deck  vessels. 

26.  If  the  builder  or  owner  is  unwilling  to  fit  the  portable  wooden  shifting 
boards,  bins  and  feeders,  etc.,  in  place  at  ttie  time  of  the  Surveyor's  inspectkm, 
his  report  need  not  on  that  account  be  withheld,  but  he  should  check  at  the 
ship  the  depth  of  all  such  portable  trunk  feeders,  which  is  usually  determined 
by  the  height  in  'tween  decks  plus  depth  of  upper  deck  hatchways,  and  should 
satisfy  himself  that  when  the  portable  fittings  in  question  are  in  place,  as 
indicated  by  figured  dimensions  on  the  drawing,  the  provisions  of  the  printed 
"  plan  of  loading  "  will  be  comphed  with,  and  report  accordingly.  When  the 
drawing,  however,  indicates  that  iron  and  steel  bulkheads  or  trunks  are  to  be 
fitted,  and  such  permanent  fittings  are  found  neither  to  be  fitted  in  {dace,  nor 
to  be  on  board  and  capable  of  being  erected  by  the  ship's  conq^any,  ttie 
Surveyor  should  call  attention  to  the  matter  in  his  report. 

27.  In  tile  case  of  vnsels  having  a  'tween  decks  for  the  vrhole  or  part  of  their 
length,  when  determining  the  maximum  aggregate  capacity  to  be  allowed  for 
the  bins  in  such  'tween  decks,  para.  3  of  the  form  marked  B  should  be  held 
to  mean  that  the  heavy  grain  carried  in  bulk  in  the  bins,  ejcdusivc  of  Hiat 
carried  in  tlie  trunk  feeders  for  feeding  the  lower  holds,  may  be  one-sixth  of 
the  entire  cargo  carried  under  deck,  and  similarly  in  the  case  of  para.  2  of  the 
form  mark^  C. 

28.  In  the  event  of  a  vessel  being  at  sea  or  o^erwise  inaccessible  wiien  an 

application  for  exemption  from  bagging  is  received,  the  Surveyor's  report 
need  not  as  a  rule  be  delayed  until  the  vessel's  arrival.  In  such  cases  ttie 
report  regarding  the  capacity  of  the  feeders,  as  required  by  clause  21,  and 
regarding  the  capacMy  of  the  bins,  as  required  by  clauses  22  and  23,  may  be 
based  on  the  measurements  which  appear  on  the  tonnage  formula,  which  in 
such  cases  should  be  obtained  from  the  Principal  Surveyor  for  Tonnage,  unless 
the  Surveyor  is  alr^tdy  in  possession  of  the  details  of  tbt  measumnteta.  The 
Grain  Dmimittee  will  then  be  in  a  position  to  decide  whether  it  is  necessary 
for  the  vessel  to  be.  visited  by  a  Surveyor  before  the  plan  of  k>ading  can  be 
approved. 

29.  Snrveyon  tittnUd  be  careful  to  call  attention  in  their  repents  to  any 

fittings  or  arrangements  of  an  unusual  character.  In  the  case  of  shifting 
boards  and  their  beam  fillings  especially,  attention  should  be  directed  to  any 
fittings  which  appear  less  strong  or  leas  efficient  than  usual. 

It, 

A  UOU  mTiT  Y  Tl 
AtrMrMMMJl/k.  MJ. 

SKELETON  FORMS  OF  APPROVED  PLANS  OF  LOADING. 

Form  A. — Single  Deck  Vessel. 

I.  The  feeders  to  the  holds  (and  also  to  the  compartments  of  the  bridge 
house  and  poop)  are  to  contain  not  less  than  two  per  cent,  of  tiie  oonqmrtmenti 
which  they  feed.   The  feeders  to  the  holds  Nos.  are  to  be  tnodBed  iqp 

to  the  bfidge  (or  poop)  deck  as  shown  on  the  drawing. 


CARRIAGE  OF  GRAIN. 


2.  A  tliBtl  grain-tight  bulkhead  or  sliifting  boards  of  suffident  stren^ 
mfe  to  cjctend  fm  tiie  ^tire  length  of  the  hold  or  compartment  in  which 
grain  is  carried,  and  vertically  from  the  keelson  to  the  deck  (and  from  the 
main  deck  to  the  bridge  deck  and  poop  deck).  Shifting  boards  are  also  to 
be  fitted  In  the  httfediwsys  aad  tmnk  feeders  np  to  the  bottom  of  the  batch 
Imie  and  afters.  These  uufting  boards,  when  grain  is  carried  in  bulk,  are  to 
be  fitted  grain-tight  with  grain-tight  fillings  between  the  beams.  (Shifting 
boards  are  also  to  be  fitted  in  the  bridge  house  and  poop  when  bagged  grain 
ia  carried  in  these  ^acet.)  Ibe  ateet  kmgitiidiiial  bulkhead  is  tobe  made 
grain -tight  by  fitting  a  wood  in  each  beam  tp906  in  tbe 
manner  shown  by  a  detail  shetch  on  the  attached  drawing. 

3.  No  grain  (whether  in  bags  or)  In  baUc,  to  be  carried  above  Ibe  upper  deck 
except  in  the  feeders  (except  oats»  cotton  seed  or  badey,  ubicb  may  be  carried 
in  bulk  in  the  bridge  house  and  poop) . 

4.  When  the  bulk  grain  stowed  in  one  or  more  of  the  compartments  is  not 
■Dfficiciit  to  entirdy  111  Ibe  oompaftmeat  and  Ha  feeder,  not  lew  Iban  ooe- 
iourth  of  the  grain  carried  in  such  compartments  is  to  be  in  bags  supported  on 
suitable  platforms  laid  upon  the  grain  in  bulk.  The  cargo  is  to  b«  carefully 
trimmed  and  so  loaded  as  to  give  the  ship  sufficient  stability.  The  vessel  is 
mot  to  be  overladeii. 

5.  The  doorways  in  the  wooden  bulkhead  at  the  end  of  No. 

hold  axe  to  be  left  open,  otherwise  not  less  than  one-fourtii  of  the  grain  carried 
la  No.  bold  is  to  be  in  bags  supported  on  suitable  platforms  laid 

upon  the  grain  in  bulk. 

6.  In  the  event  of  a  lower  deck  being  laid  upon  a  tier  of  hold  beams,  the 
conditions  of  exemption  from  bagging  will  cease  to  apply,  and  this  approved 
flan  of  k>ading  should  be  returned  for  canceBatton. 

7.  Any  grain  or  other  cargo  which  may  be  carried  in  any  deck  erection,  which 
bas  been  exempted  from  measurement  for  tonnage,  will  be  chargeable  with 
dues  on  the  space  so  occupied  in  accordance  with  the  provisions  of  Section 
85  of  the  Merchant  Shipping  Act,  1894. 

8.  This  plan  is  approved  only  when  the  vessel  is  loading  grain  in  the 
Mediterranean  or  Black  Sea  ports,  and  on  the  distinct  understanding  that 
a  copy  of  Ibis  plan  of  loading,  together  with  the  accompanying  drawing,  will 
at  aU  times  be  kept  on  boaid  the  vessel. 

~  9.  The  Board  of  Trade  reserve  to  themselves  power  to  withdraw  this 
approval  at  any  time. 

FoKM  B^Two  Buck  Vmsskl. 

1.  The  feeders  to  the  'tween  decks  are  to  oonl^un  not  less  Iban  two  per 
OMit.  of  the  entire  compartments  which  they  feed. 

2.  The  feeders  to  the  lower  holds  are  to  be  trunked  in  the  'tween  decks, 
and  are  to  contain  not  less  than  two  per  cent,  of  Ibe  compartments  wbidi 
fhey  feed. 

3.  All  grain,  except  barley,  oats  and  cotton  seed,  carried  in  the  'tween 
decks,  e»:eeding  in  weight  one-sixth  of  the  entire  cargo  carried  below  deck, 
Is  to  be  in  bans,  and  the  heavy  bulk  grain  is  to  be  carried  in  bins  arranged  as 
shown  by  the  figured  dimensions  on  the  accompanying  drawing  with  proper 
arrangements  for  feeding  them.  The  capacity  of  the  bins  may  be  reduced 
if  desired,  but  in  no  case  is  the  capacity  of  any  bin  for  bulk  grain  to  be  larger 
Iban  shown  on  the  drawing. 

4.  A  steel  grain-tight  bulkhead  or  shifting  boards  of  sufficient  strength 
aie  to  extend  longitudinally  for  the  entire  length  of  the  hold  or  compartment 
in  which  grain  Is  cafried,  and  vertically  from  tkke  keelson  to  the  deck,  and 
from  the  'tween  decks  to  the  upper  deck.  Shifting  boards  are  also  to  be  fitted 
in  the  hatdhways  and  trunk  feeders  up  to  the  bottom  of  the  hatch  fore  and 
afters.   These  Shifting  boards,  when  grain  is  carried  in  biiiC  mm  to  be  itted 


CARRIAGE  OF  GRAIN 


135 


Umln-tight,  with  grain-tight  fillings  between  the  b^ms.  (S^i^Jboards 
K^ls^to  be  fitt^  in  the  bridge  house  and  poop  when  bag  g««^;«™* 
fa^these  spaces.)  The  ttod  kmgitodfaial  bigAead  is  to  be  made  g^^ 
^  fitting  Vwood  in  each  beam  Qwce  m  tbe  mwmer  shown 

by  a  detail  sketch  on  the  attached  drawing. 

5.  No  grain  (whether  in  bags  or)  in  bulk,  to  be  earned  above  «i«  «pptrdec»» 

except  In  ^be  leedeis.  _  ....4^An4» 

6.  When  the  bulk  gram  stowed  in  one  or  more  of  the  bins  or  compfrtm^te 
i&  not  sufficient  to  entirely  fill  the  oom^rtment  and  its  feeder,  not  lew  ^ 
one-fourth  of  the  grain  carried  m  snch  W  or  compartments  is  ^^^^ 
supported  on  soitoble  platforms  laid  upon  the  gram  m 

to  be  carefully  trimmed  and  so  loaded  as  to  give  the  ship  sufficient  stabihty. 
The  vessel  is  not  to  be  overladen.  . 

7  Any  grain  or  otfier  cargo  whidi  may  be  earned  m  •ay,leck  «recti«i. 
which  has  been  exempted  from  measurement  for  tonnage^  will  be  chargeable 
with  dues  on  the  space  so  occupied  in  accordance  with  the  provisions  of 
Section  85  of  the  Merchant  Shipping  Act,  1894.  . 

g  This  lihm  of  k»ding  is  approved  only  when  Ibe  vessel  is  loading  grain 
to  4e  SSmanean  or  Black  Sea  ports,  and  on  the  distmct  understand^ 
that  a  copy  thereof,  together  with  the  accompanymg  drawmg.  will  at  all  tunes 
be  kept  on  board  the  vessel.  _  .  *uu 

9  tbe  Board  of  Tmde  reserve  to  tbemselves  poww  to  withdraw  tins 

a^piml  at  any  time. 
Form  C— Partial  Awning  Deck  Vassal,  am  Watt.  PiGK  Vpaiai- 

1.  The  feeders  to  aU  the  lower  holds  and  to  tiic'twwn  (Jf^^*?^ 
(at  tomt  of  bridge  boose)  are  to  contain  not  l^than  Pf 
ionpMtments  which  they  feed,  and  the  ^^J^^^, 

are  to  be  trunked  in  the  'tween  decks  as  diown  on  Ibe  ™™«« 

2.  All  grain,  except  barley,  oats,  and  cotton  seed,  earned  to.^e  tween 
dedtsTeileedbig  in  weight  lone^hth  of  the  entire  cargo  earned  forwa^ 

en^ne^m.  is  tobe  in  bags,  and  the  heavy,  bulk  gr«n  >f  tobe^med 
in  bins  arranged  as  shown  by  the  figured  dumsnsionson  Ibe  aofw^y^ 
drawing  with|roper  ammgeiints  for  feeding  tiiem.  ^^-^J^'X^^^r^ 
may  be  reduced  Sdesired.  but  in  no  case  is  the  capMxty  of  any  bm  for  bulk 

nain  to  be  larger  than  shown  on  the  drawing.  ^     .     .     ^--  i.^f  _i  .tii 

^Ta  steel  CTain-tight  bulkhead  or  shifting  boards  of  snflSdent  s^engtb 
arlto  eS^lwM!itudmally  for  the  entire  length  of  the  hold  or  compartment 
tolS^SSan  is^rried.  and  verticaUy  from  the  keelson  to  the  dedc  i^^^ 
the  'twe^  decks  to  the  (upper)  bridge  deck).  Shifting  boards  awslw  t^^ 
fitted  in  the  hatdiways  inSTtomk  feeders  up  to  the  bottom  of  the  l^tch  fore 
and  afters.  These  shifting  boards,  when  gram  is  carried  in  bulk,  are  to  be 
fitted  grain-tight,  with  gram-tight  fillings  between  the  beams.  The  ste« 
longitudinal  bulkhead  is  to  be  made  grain-Ught  by  fittoig  ajjcjd^ 

ineadibeam^aoetotbemannerahownbyadetailArtdionthe 

**t*Wh^fSfbulk  grain  stowed  in  one  or  more  of Jiebinsor  compwtaie^ 
is  iot  sufficient  to  entirely  fiU  tiie  <?>mpartment  mid  to  feeder,  not  1«»^ 
one-fonrlb  of  the  grain  carried  in  such  bins  or  compartments  isto 
supported  on  suitable  platforms  laid  upon  the  gr^  m  bulk. 
S^cfully  trimmed  and  so  loaded  as  to  give  the  sh^  snfficknt  stabflity. 

^'rSte'^JSLrofl  fo^S^^  being  laid  upon  a  tier  of  ^old  beai^^ 
conditions  of  exemption  from  bagging  ^^^seto  apply,  and  this  approved 
plan  of  loading  should  be  returned  for  cancwtion. 

whidi  bas  been  eaempted  faom  meaMtrement  for  tonnage.  wiU  be  chargeable 


CARRIAGE  OF  GRAIN. 


iiiilii  does  on  the  space  so  occupied  in  accordance  itiHi  tlw  fiovuioiis  of  Stoc- 
tioii  85  of  the  Merchant  Shipping  Act,  1894. 
.  7.  TWs  plaaof  iMidiiigigapmv^ 

m  tiie  Mediteirancan  or  Black  Sea  ports,  and  on  the  diitilif^  undentending 
2f*  *  together  with  the  acoomiNuiyiiif  dimwinf.  niB  »ti3 

tiiBei  be  kntoa  Ixwid  the  vessel. 

S^The  HoMi  of  Tnuie  nnrve  to  tbemeeivei  power  to'  witlidmw  nils 
apoioval  «t  any  time. 

II^^Tlift  «K»ds  contained  in  bxackets  on  the  above  lonns  aie  alternative, 
and  aiM*  of  %ein  aa  do  not  apply  to  the  particalar  case  aie  to  b^ 


AUSTRALIA. 

Vessels  loading  Grain  in  Australian  ports  have  to  amply  with  the 
va^ous  Marine  ITnderwriters'  Associations. 

The  following  are  the  Ruies  of  The  Marine  Umlen^Titers'  Asso- 
ciation of  Victoria. 

SiltlLEItS* 

Grain  (which  means  wheat,  barley,  oats,  peas  and  cargo  of  a  lilie  nature) , 
whether  full  or  part  cargoes,  to  be  duijnaged  as  follows  : — 

Iron  vessels,  six  (6)  inches  in  floor,  and  nine  (9)  inches  in  bilges,  the  upper 
ratface  to  be  flat  ipood  laid  not  more  than  six  (6)  inches  apart,  so  as  to 
iMm  a  fairly  flat  floor,  and  covered  with  old  sails  oar  burlap  above  the  turn 
of  the  bilge.  Vertical  dunnage  at  the  sides  to  be  one  (i)  inch  in  thickness, 
and  spaced  not  more  than  twelve  (12)  inches.  Etouble  shifting  boards  of  not 
Im  than  two  (2)  inches  thickneM,  deals  or  planks,  placed  abreast  of  each 
oilier  and  securely  lashed  to  each  stanchion,  not  more  than  six  (6)  inches 
iwartjaaid  boards  to  extend  from  foremast  to  mizzenmast,  or,  in  the  case 
of  a  four-masted  venel,  to  Ihe  jiggermast ;  in  the  'tween  decks  from  deck  to 
deck,  and  in  the  lower  hold  to  six  (6)  feet  from  below  the  beams.  In  vessels 
tovtog  a  less  depth  of  lower  hold  than  twelve  (12)  feet,  the  shifting  boards 
2P»^"«^aced  to  one  half  of  the  depth  of  the  tower  hold.  Ventilators 
jwiere  necessary,  ete.  On  no  oonaideratkm  must  the  standuons  under  the 
Muns  be  removed.  No  cargo  to  be  taken  in  until  the  Association's  Surveyor 
baa  inspected  the  limbers  and  the  dunnage  in  floor  and  tOlges,  and  the  bnrlap 
eraaflaflierBon  have  been  passed  by  him. 

.J^tjF^r^^^^^^^PP^^^^  Bi^bagtmnrtnotbcaitorthegiain 
■carted  m  stowmg  or  loadmg  cargo. 

The  use  of  hooks  is  absolutely  prohibited  . 

steamers  with  ballast  tanks  to  have  not  less  than  one  (i)  inch  dunnage 
on  the  ceiling,  continued  up  over  the  turn  of  the  bilge  on  the  tank  tops  This 
dianage  may.  however,  on  tbm  auHiority  of  the  Association's  Surveyor  be 
dimensed  with  p  the  oeffinf  or  platform  is  of  a  duuactar  suitable  lor  the  cam 
to  be  caziied. 

SiMmeis  without  ballast  tanks  to  have  not  less  than  six  (6)  inches  dunnage 
M  tte  floor,  and  not  less  than  nine  (9)  inches  in  Hie  bilge. 

On  laid  'tween  decks  not  less  than  two  (2)  inches  dunnage  for  bales  or 
ba^.  and  not  less  than  one  (i)  inch  for  cases  and  other  wooden  packages : 
alsonot  leBS  tiian  one  (i)  inch  vertical  side  dunnage.  The  fore  and  aft 
oattens  are  not  to  be  reckoned  as  dunnage. 

(^^ch  means  wheat,  barley,  oats,  peas,  and  cargo  of  a  like  nature), 
flour,  oompreswd  fodder,  hay,  bran  and  the  like,  to  be  subject  to  the  foregoing 


GRASS  SEEDS. 


137 


dunnage  r^ulations  and  ««mpttons,  whether  part  or  full  cargo,  and  to  have 
such  shifting  boards  as  may  be  required  by  the  Association's  Surveyor. 
Steamers  without  'tween  decks  to  have,  when  the  construction  permits, 
shifting  boards  fitted  aHematdy  from  main  deck  beams  to  6  test  down. 
Burlap  or  sails  to  be  laid  over  dunnage  in  floor  and  bilges.  Mats  may  be 
used  m  place  of  burlap  or  sails^if  approved  by  the  Association's  Surveyor. 
No  cargo  to  be  taken  in  until  the  Association's  Surveyor  has  inspected  the 
limbers  and  the  dunnage  in  floor  and  bilges,  and  Hie  burlap,  saus  or  mats 
Uiereon  have  been  passed  by  him. 

All  erain  must  be  shipped  in  bags.  The  bags  must  not  be  cut,  or  the  grain 
itartad  in  stowing  or  loading  cargo. 

The  vae  of  iknmb  is  absointdy  pucfliibiled. 

TURRBT  AND  TrUNK  StBAMBRS  LOADINti  FULL  CaRGOBS  OF  GitAIil  AND/OR 

Flour. 

AUemate  shifting  boards  to  be  fitted  at  each  side  of  the  hatchway  from  line 
of  harbour  dedc  to  'tween  de^ ;  and  on  mid-«h^  or  wing  stanchions  between 
the  hatchways  ;  where  there  are  no  'tween  decks  alternate  shifting  boards 
to  be  fitted  6  feet  down  on  each  side  of  the  hatchways  from  line  of  harbour 
deck.  No  coal  or  other  caigo  to  be  carried  on  tiie  Tunet  or  Harbour  deds. 

April  4,  1910. 


GlLAiil. — An  Indian  grain.  20  cwt.  in  bags  stow  in  about  50 
cubic  feet. 

GRANITE. — In  cases,  20  cwt.  should  stow  in  19  feet.  20  cwt.  of 
diessed  granite  in  block  stow  in  16  feet. 

GRASS  SEEDS. — ^Dutch  and  Continental  clover  and  other  seeds 
usuilly  in  bags ;  American  in  casks  or  bags.  They  are  susceptilde 
to  damage  by  water.  The  grains  are  generally  hard,  glassy,  and 
very  liaUe  to  run  from  the  packages.   In  sacks  2}  to  3}  cwt^ 

20  cwt  stow  in  49  feet.  (See  Gk»w  Seed.) 

WimoA^* — A  fine  grass  seed,  usually  imported  from  Molknd  or 
America,  is  small  and  requires  strong  and  tight  packages.  It  pro- 
duces a  fine  small  grass. 

20  cwt.  in  bags  stow  in  60  feet  to  iio  feet,  and  acc(»dii%  to 
quality. 

Trefoil, — ^A  description  of  clover  seed.   It  is  distii^[uished  from 
clover  by  its  laiger  size  and  yellower  colour. 
20  cwt.  should  stow  in  56  feet.  % 

Other  descriptions  of  grass  seed,  in  bags,  20  cwt.  stow  in  from  ^o 
to  90  feet. 

GREASE. — In  stowing  such  oleaginous  cargo  care  should  be 
taken  to  keep  it  away  from  any  goods  liable  to  be  damaged.  Avoid 
stowing  it  in  the  centre  of  the  vessel,  as  it  will  damage  by  heat. 

(5^^  Lard,  Tallow.) 


A  hogshead  of  American  grease  weighs  1,318  lbs.,  and  measures 
37  It.  I  in. 

A  tierce  wdgfas  420       and  measures  11  ft.  7  ins. 
A  barrel  weighs  370  His.,  and  measures  10  ft.  8  ins. 
A  pail  weighs  32  to  38  lbs.,  and  measures  i  ft.  2  ios. 
Tierces  of  beef  fat  weigh  from  385  to  419  lbs.,  and  measure  from 
10  ft.  8  ins.  to  II  ft.  7  ins.  each. 
One  ton  of  20  cwt.,  or  2,240  lbs.,  stows  in  about  65  feet. 

GRINDlfroillS---In  awes  20  cwt  shooM  stow  in 
(Uncertain.) 

GROUND  NUTS.— A  kind  of  nut  much  used  in  commerce. 
When ^iidOed  and  diy  tb^may  be  stowedamong  other  goods.  In 
coilectiQg  an  Indian  caigo  together  for  a  vessel,  owners  try  to  get  a 
If'fy  pfopQftiaii  of  sheQed  ground  nuts.  It  is  considered  not  only 
choice  carso,lNitsiicli  as  will  give  the  best  results  in  stowing  with  a 
certain  proportion  of  wei^t  This  article,  especiaUy  if  new  or 
stowed  near  moisl  artides,  will  heat  and  damage  by  sweat. 

In  bags  20  cwt  of  MBkd  ground  nuts  stow  in  58  feet 

GUANO-— The  best  guano  is  tl^e  excrement  of  sea-birds,  dead 
seals,  biids.  fish,  etc..  accumulating  in  certain  dry  climates  for 
centuries  past.  Good  samples  will  be  found  to  contain  85  per  cent, 
of  lime  phosphates ;  the  remainder  ammonia,  chloride  of  potassium, 
sodium,  water,  and  sand. 

•*  Stevens  on  Stowage  "  says  that  guano  cargoes  injure  the  iron- 
mvck  of  a  ship.   The  Boston  Commercial  points  out  that  several 
ilslHciass  ships  between  three  and  six  years  old  have  required  ex- 
tensive repairs.   Not  only  have  their  ceilings  and  planking  been  de- 
esftd,  but  many  of  their  timbers  also,  particularly  their  cants,  while 
Ute  keelson  and  first  futtocks  have  generally  been  sound.   A  few 
Wife  planked  with  yellow  pine,  which  in  some  instances  was  not 
affected,  though  the  timbers  were  decayed,  whilst  in  others  the  rot 
penetrated  both  pine  and  oak.   As  nearly  all  these  ships  were  built 
under  inspection  they  were  considered  good  for  ten  years  at  least. 
As  att  had  carried  guano  shortly  after  they  were  built  it  has  been 
assnmed  that  guano  affects  new  timber  injuriously. 

Guano  is  injued  by  contact  with  salt,  nitrate  soda,  etc.,  and  it 
injures  almost  every  articlB  ol  human  consumption,  on  account  of 
the  large  proportion  of  ammonia  which  it  contains ;  itwiMtumnuts, 
liftiiMsr,  etc,  almosi  biai^.  Vessds  often  require  ^m^  ;  they 


■  '.-4  '.,-«.'^^--lMHL. 


GUM. 


139 


must  carefully  avoid  stowing  general  goods  in  the  same  hdd.  par- 
ticulariy  delicate  articles  sudi  as  tea.  coiee,  choodate,  etc 
20  cwt.  of  guano  stow  m  about  42  feet. 

GUM . — An  exudation  obtained  from  numerous  plants.  The  name 
is  applied  to  several  classes  of  substances  distinct  from  each  other, 
both  chemically  and  physically.  True  gum  is  soluble  in  water,  in 
which  condition  it  becomes  a  strongly  adhesive  mucilage.  Stow  in  a 
cool  part  and  keep  clear  of  damp  and  oily  articles  as  much  as 
possible,  especially  on  long  voyages  in  hot  climates.  Shipped  in 
chests  of  100  to  300  lbs.  each. 

20  cwt.  stow  in  about  50  feet   (Uncertain.)    (See  Dammar.) 

GUNCOTTON.— (Wet)  Dimenslonsof  boxes  24  ins.  by  11  ms.  by 
8i  ins.,  net  weight  of  explosive  25  lbs.,  gross  wdght  of  package  about 
52  lbs.   (See  Bxploaives.) 

GUNJA. — A  drug  or  preparation  from  the  hemp  plant,  extensively 
nsed  as  a  narcotic  in  the  East ;  the  raw  material  is  also  smoked, 
mixed  with  tobacco  leaf.  Shipped  in  bundles,  but  only  in  small 
quantities.  There  is  a  duty  on  Gunja,  when  manufactured,  similar 
to  that  levied  on  opium.   {See  Hemp.) 

GUNNIES.^The  manufacture  and  export  of  gunnies  from  India 
has  largely  increased  of  late  years.  Each  bale  contains  about  250 
bags,  pressed  by  powerful  hydraulic  machinery  and  boond  with  iron 
bands.  Shipped  to  all  parts  of  the  world.  Have  no  objectionable 
quaUties  and  can  be  stowed  where  required.  The  measurement  of 
three  bales  of  pressed  guimies  alongside  in  Calcntta  was  31  ins.  by 
29  ins.  by  29  ins.,  about  14  ft.  6  ins. ;  30  ms.  by  29  ms.  by  27  ins., 
about  13  ft.  7  ins, ;  31  ins.  by  29  has.  by  28  ins.,  about  13  ft.  10  ins. ; 
average  weight  of  each  bale,  9  cwt. 

20  cwt.  of  gunnies,  pressed  by  hydraulic  machinery  in  Calcutta, 
will  stow  in  about  48  feet ;  20  cwt.  of  ordinary  pressed  bales  in  57 
"feet. 

GUNPOWDER.— A  shipmaster  is  hable  to  a  fine  of  £20,  and  two 
shillings  for  every  lb.  of  powder  not  dehvered  into  a  magazine  on 
arrival  at  any  home  port.  Vessels  carrying  gunpowder  in  large 
quantities  require  properly-fitted  magazines,  lined  with  some  non- 
conducting material,  which  should  be  fitted  near  a  hatchway  for 
convenience  of  access.  When  entering  a  port  with  powder  as  cargo 
the  powder  flag  should  be  kept  fl}ang  and  the  pilot  and  Custom 
House  authorities  duly  informed  of  its  being  on  board.   The  vessel 


GUNPOWDEJl 


to  be  anduired  in  the  place  assigned  for  such  goods  to  be  landed  and 
stored.   (S«e  Explosiyts.) 

When  lecdving  or  discharging  explosives  all  smoMng  should  be 
ftiictly  prohibited,  fires  put  out,  and  every  cane  taken  to  prevent 

momaat. 

Amberite  Sportiiig  Boiidar.  Dimensions  Gross  Weight 

Ckses  «v>nt||ming  :_  ©f  Boxes.  of  Package. 

35  lbs.  in  5  lb.  canisters...23j  ins.  by  io|  ins.  by  9  u»  about  41  lbs. 

as  ..   „  1  Ih.  <  „        30  ins.  by  13I  his.  by  7!  ins.        ..49  .» 
ft  i  lb.  S4I  im  liy  i9|  im*  hy  71  iB**       >*  S*  »• 

Ckses  containing  : — 

90  lbs.  in  zo  canisteiB.. .  .15  ins.  by  ii|  ins.  by  io|  ins.  •   33  lbs. 

Gues  containing 

10  Ibt.  in  5  lb.  canisteis.  io|  ins.  by  lol  ins.  by  9  ins-  •  •  •  •  »    if  «* 
,.  ilh.     „  hit.  by  ^ioa.hy  jihrn,       «   27  „ 

^       ^fib.     „       iffiiifcby  ioJin8.by  7thi«-       »  35 

The  dimensions  of  boxes  for  Ambeiite  RMe  Powder  are  slightly 
teas  than  lor  the  Sporthig  P^der,  and  the  gross  weights  rather  less 
also. 

A  cabic  foot  of  piywder  weighs  58  lbs. 

Specific  gravity  of  Iwise  powder,  0-836  to  o-goo. 

One  ton  of  2,240  lbs.  stows  in  50  cubic  feet. 

Hie  C^ytain  of  the  "  Loch  Ranza"  had  to  appear  at  the  liver- 
pod  Police  Court  upon  a  dikige  of  Mnging  into  the  Stanley  Dock 
28  lbs.  of  gmpowder  on  board  his  ship.  He  stated  that  the  master 
of  the  ship  had  died  abroad  and  he  had  to  take  charge  of  her,  and  was 
not  aware  of  the  quantity  of  powder  on  board  for  ship's  use.  The 
Magistrates  imposed  a  smal  fine  of  5s.  and  costs. 

GUTTA.— A  somewhat  damp  article  in  baskets ;  conveyed  as 
gunnies ;  considered  valuable  cargo.   20  cwt.  shoukl  stow  in  78  feet 

GUTTA  PBRCm.^-S^  Iniift  RnMior. 

GYPSUM.—^  cwl  in  bags  should  stow  in  about  43  feet. 

IlAIE^-<kneral]y  shipped  in  bales  or  bandies  which  vary  in  size 
luidwei^t.  The  following  win  be  found  an  average:— 
Bales  oi  curled  hair  wei^  240  lbs.,  and  measure  13  feet  each. 
Large  bales  ordinaiiy  weigh  578  lbs.,  and  measure  31  feet  each. 
Hoise-hair  bales  wdgh  328  lbs.,  and  measure  31  feet  each. 
Compieased  bales  weigh  355  lbs.,  and  measure  21  ft  7  ins.  each. 
Compiessed,  ironrbound,  5x8  lbs.,  and  measure  22  It.  2  ins.  each. 
Casks  measure  about  12  ft.  6  ms.  each. 
20  cwt..  one^toii.  oi  pressed  hme-hair  stow  in  140  to  if$  leet 


141 


20  cwt.,  one  ton,  ordinary  hair  stow  in  225  feet. 
20  cwt.  of  unpressed  hair  stow  in  360  feet. 
Cases  of  rabbit-hair,  each  360  lbs.,  20  cwt.  stow  in  about  210 
feet. 

Vegetable  Hair,  in  bales  of  108  lbs.  each,  20  cwt.  stow  in  about 
175  feet.    {See  Human  Hair.) 

HAMS. — Generally  shipped  in  barrels,  sometimes  in  cases  and 
casks  ;  American  barrels  about  as  follows  ■ — 

Barrels  of  smoked  hams  381  lbs.,  31  ins.  by  25  ins.  by  25  ins., 
measure  about  11  ft.  3  ins.  each. 

Barrels  of  smoked  hams  398  lbs.,  32  by  25  by  25  ins.,  about  ii  ft 

7  ins.  each.   (S.ee  Bacon.) 

HANDSPIKES^Weigh  13  lbs.  each,  measure  6  feet  in  length. 

HANGING  BEDS.— These  are  blocks  of  wood  placed  between 
casks  ranged  in  tiers  so  as  to  keep  the  bilges  free  from  each  other, 
and  are  set  against  the  quarters  with  an  inclination  towards  the  bilge, 
so  that  in  the  event  of  any  accident  they  will  fall  inwards  and 
be  secured. 

HAY.— Damp  bales  are  said  to  be  liable  to  spcmtaneous  com- 
bustion, consequently  they  should  not  be  shipped  unless  dry  and 
sweet,  and  when  in  small  quantities  among  general  cargo,  stowed 
convenient  to  a  hatchway,  where  they  will  get  plenty  of  vendlation 
and  be  easily  got  at. 

Full  cargoes  of  hay  or  straw  should  be  stowed  on  the  same 
principles  as  green  fruit,  allowing  lots  of  ventilatiim  to  pass  throngli* 
out  the  entire  cargo. 

Bales  weigh  about  270  lbs.,  measure  20  feet  each.  Compressed 
bales  weigh  220  to'265  lbs.,  and  measure  from  12  ft.  9  ins.  to  13  ft. 

8  ins.  each. 

Unpressed  bales  weigh  105  lbs.,  and  mea.siire  32  feet  each. 
Admiralty  allows  500  lbs.  to  one  ton  measurement  piessed.  Hay 
cut  within  three  months  is  called  new. 

Average  of  bales  20  cwt.,  unpressed,  stow  in  340  feet  Average 
of  bales  20  cwt.,  pressed,  stow  in  1^7.  to  125  feet. 

HEAVY  LIFTS.— Sudi  as  30-ton  Boileis,  Guns,  Bed-|^aies,  etc., 
shoukl  always  be  taken  on  board  and  dischaiged  under  properly 
ooiistacted  shears,  fitted  aad  tested  for  the  wodL  When  this  can- 
not be  done  the  risk  must  be  run  of  woiking  tbem  in  or  oat  by  tlie 
ship's  ta«;kle ;  avkige  deixick  and  suitable  gear  is  then  absolutdy 
necessary.  Every  care  should  be  taken  to  have  the  mast  well  stayed. 


MEMP. 


and  wiidi  stqiped  in  the  'tween  deck  it  should  have  stanchions  and 
•tlMfCS  to  siqpport  it  below.  The  same  care  should  be  given  to  the 
deck  under  the  heel  of  the  derrick  Remember  the  old  saying,  which 
is  most  applicable  to  this  work,  "  The  strength  of  a  chain  is  that 
iifits  weakest  ink."  Use  the  best  material  only  throughout ;  never 
mm  any  risk,  however  sli^t. 

The  following  gear  for  the  30-ton  derrick  wOtht  found  necessary. 

One  pair  of  three  or  fow-iold  is-inch  inm  pmchaae  blocks  for 
main,  pmcliase. 

One  pairof  similar  blocks  to  the  above  for  span  purchase. 

Tliroe  iron  lead  Mocks  for  falls  of  main  and  span  purchases. 

Two  paiis  of  lo-inch  iron  double  blocks  for  guy  tackles. 

Two  2|-inch  wire  falls  for  purchases. 

Two  2-inch  wire  falls  for  the  guy  tackles. 

Several  heavy  shackles  and  wire  strops  will  also  be  required. 

HMiP-The  name  applies  to  various  fibres  used  for  manufacture 
ii^  purposes,  as  also  to  the  fimts  that  supjdy  them.  In  the  East, 
wlm  the  plant  is  indigenous,  tia  infaabttants  extract  a  peculiar  gum 
or  win  oiled  "  Churrah."  This  resin  is  often  used  to  produce 
int^ndcation,  whilst  the  drink  of  which  it  is  the  stimulant  is  called 
"  Bhang."  A  further  preparation  is  made  by  mixture  with  tobacco, 
and  is  sold  under  the  name  of  **  Gunja."  In  the  northern  regions 
the  plant  has  been  recognised  from  the  earUest  times  to  the  present 
day  for  its  ibre.  which  is  imported  into  many  manufacturing  towns 
in  Eupf^  and  America. 

lusiian  hemp  is  considered  perhaps  the  finest  m  the  market.  If 
stowed  direct  from  the  press  it  will  in  all  probabiKty  heat  in  the 
holds.  Merchants  prefer  aUowmg  an  interval  of  a  few  weeks  between 
pressure  and  shipment  to  allow  the  moisture  to  work  off.  Rape 
seed,  mi,  tar,  or  grease  will  cause  spontaneous  combustion  if  stowed 
too  near. 

Bales  weigh  2i  cwt.,  ineasure  10  feet  each. 
Manila  bales  weigh  280  lbs.,  measure  xo  cubic  feet  each. 
Miw  Zealand  bales  weigh  296  lbs.,  measure  about  14  feet  each. 
(Uncertain.) 

Hew  Yoric  Sisal  hemp  bales  weigh  380  lbs.,  measure  18  feet. 

New  lock  Sisal  hemp,  unpressed,  bales  weigh  100  to  105  lbs.,  and 
measure  2ii  to  23  feet 

Bales  from  Italian  ports,  20  cwt.  in  268  feet. 

Ordinary  bales  of  hemp  weigh  400  to  500  lbs.,  and  measure  39  ins. 
by  .34  ins.,  hy  .27  ins.,  about  20  'ft.  9  ins. 


I 


HERRING.  143 

20  cwt.,  one  ton,  Manila  hemp  stow  in  73  feet. 

20  cwt.,  one  ton,  Calcutta,  stow  in  57  feet. 

20  cwt.,  one  ton.  Sisal  or  American  hemp  stow  in  about  106  feet, 

HHiP  flSSD^In  bags,  20  cwt.  should  stow  in  70  feet 

HERRING. — The  earliest  information  regarding  this  fish  appears 
to  be  about  the  tenth  century.  In  the  present  day  it  is  by  far  the 
largest  and  most  valuable  fishing  industry  in  the  world.  Herrings 
are  decidedly  erratic  in  their  movements.  In  some  seasons  they 
appear  round  the  British  Isles  in  millions,  at  other  times  they  seem 
to  number  a  few  thousands  only.  Their  home  is  believed  to  be  the 
deep  waters  of  the  Atlantic  Ocean,  but  in  autumn  and  winter  they 
approach  the  shore  to  spawn.  The  finest  herrings  are  those  caught 
in  Loch  Fyne,  Scotland 

The  principal  markets  for  cured  herrings  are  Germany  and  Russia. 
The  system  of  branding  barrels  by  the  Fishing  Board  of  Scotland 
greatly  facilitates  the  disposal  of  such  abroad,  and  nve  braiids  are- 
adopted  according  to  quality.  A  fee  of  4d.  per  barrel  is  charged  for 
branding.  The  barrels  are  faurly  vaaiana  in  me  and  are  said  to 
contain  from  800  to  1,200  fish  each. 

20  cwt.  stow  in  60  feet. 

Salted  herrings  are  packed  in  barrels.  In  full  cargoes  the  lower 
barrels  should  be  well  bedded,  and  each  tier  securely  blocked  off. 

20  cwt.  stow  in  45  feet 

Stow  as  moist  cargo,  away  from  dry  goods. 

At  Otaru  and  other  ports  in  Northern  Japan,  many  thousands  of 
tons  of  herrings  are  aimually  pressed  for  ml,  and  afterwards  packed 
in  bundles  and  shipped  as  fish  manure. 

ii||)£S. — Salted  Hides  are  shipped  in  large  quantities  from  South 
America.  Most  sfeamen  are  more  or  less  familiar  with  the  cargo,  as 
sailing  vessels  were  greatly  in  demand  for  it  a  few  years  ago. 

The  usual  method  adopted  for  stowage  of  loose  hides  is  as 
follows : — 

The  holds  are  well  dunnaged  with  Horns,  etc.,  imtil  a  platform  is 
made  fore-and-aft  12  to  20  mches  in  height.  The  sides  are  then 
dunnaged  right  up  at  least  foilr  mches  thick,  and  loose  hides  secured 
inside  out  hke  mats.  Stow  the  hides  m  one  bulk,  if  possible,  as  it  is 
better  both  for  the  ship  and  cargo ;  cover  each  skin  with  salt  and 
pickle.  Always  keep  in  mind  that  any  part  of  a  skin  that  is  tucked 
in  or  doubled  up  and  touches  the  ship's  side,  or  iron,  etc.,  unless 
very  well  salted  and  pickled,  will  rot  and  become  useless. 


.iUJD£S» 


Endeavour  to  make  your  hold  as  much  of  a  harness-cask  as  you 
can  under  the  circumstances.  Stow  even  lines  from  end  to  end ; 
use  plenty  of  dunnage  about  the  masts,  pumps,  chains,  lockers,  etc. 
Nail  up  a  few  hides  inside  out,  always  keeping  the  liairy  aide 
against  the  dunnage,  and  the  inside  next  the  cargo.  Do  not 
hesitate  to  fill  every  space  with  salt  and  brine,  and  repeat  this  from 
time  to  time  on  the  voyage  if  possible.  Keep  the  hatches  off  in 
fine  weather,  but  do  not  let  the  hides  get  wet.  Use  fresh  water  in 
making  the  pickle. 

"  Stevens  on  Stowage  "  gives  the  loss  in  weight  on  a  caigo  m  rtmie 
as  15  per  cent.,  that  being  the  jMxiportion  of  salt  used  for  stowing. 
The  loss  of  weight  by  evaporati<»i,  etc.,  say  5  per  pent.,  not  more. 

Never  receive  on  board  as  cargo  any  damaged  hides,  or  any  hides 
Imving  the  hair  oi,  or  the  ship  will  be  liable. 

East  Indian  hides  vary  considerably  in  size  and  weight,  some  being 
salted  and  in  casks,  otliers  dried  or  cured  and  in  bales.  The  lamer 
are  much  heavier  than  the  latter. 

Dry  skins  should  never  be  stowed  among  damp  hides  or  moist 
goods.   Never  stow  casks  of  salted  hides  over  or  among  dry  goods. 

Bales  of  hides  dried  and  pressed  stow  in  75  feet  to  86  feet . 

Barrels  of  salted  hides  stow  in  about  50  feet. 

Biied  skins,  In  bales,  20  cwt.  should  stow  in  about  120  feet. 

Rabbit  skins,  in  bales  of  240  to  360  lbs.  each,  20  cwt.  stow  in 
250  feet. 

Goat  sMns,  in  bales  of  275  lbs.  each,  20  cwt.  stow  in  104  feet. 
Skins  in  bundles  or  bales,  shipped  in  the  East,  20  cwt.  stow  in  7b  ft. 

HONEY. — Shipped  in  tierces  and  barrels  from  the  West  Indies 
and  other  parts.  Casks  are  liable  to  leak  and  damage  dry  goods. 
East  Indian  dubbers  of  honey  should  not  be  stowed  below  among 
dry  gfKxis,  as  they  are  not  solid  enough,  and  make  improper  and 
risky  stowage. 

New  York  casks,  21  ins.  by  15  ins.  by  8  ins.,  about  i  ft.  6  ins. 

HOPS.— Stow  in  a  cod  part  of  the  ship  away  from  air  and 
moistuie. 

B.e>  of  haps  weigh  about  2i  cwt. ;  pockets,  say  li  cwt 

Bales  wdgh  187  lbs.,  and  measure  about  19  ft.  i  in.  ' 

Bales  we^  177  lbs..  56  in&  by  30  ins.  by  21  ins.,  and  measure 
about  20  ft.  5  ins. 

Bales  wcigli  203  lbs.,  35  ins.  by  31  ios.  by  19  ins.,  and  measure 
about  iS  ft.  9  Ins. 


QORSES 


145 


Average  of  American  bales  177  to  205  Ibsi,  and  measure  20  ft. 
5  ins.,  and  21  ft. 

12  bales  of  hops,  one  ton  of  2,240  lbs. 
Hops  are  sometimes  carried  in  iron  tanks. 
20  cwt.  of  hops  in  bales  stow  in  about  260  feet. 

HORNS,  SHAVINGS,  HOOF  TIPS,  etc.— Loose  horns  mt 
shipped  from  ahnost  all  parts  of  the  world,  generally  as  dunnage, 
broken  stowage,  and  beam  fillings ;  some  particular  kinds,  being  un- 
suitable for  such  work,  are  done  up  in  bags  and  bundles,  but  in  this 
way  make  bad  stowage.  '  When  shipping  loose  horns  try  and  avoid 
signing  for  any  fixed  quantity,  and  use  the  word  "  about,"  or  "  said 
to  be,"  etc.  Wheri  shipping  large  quantities  in  steamers  at  a  low 
rate  of  freight,  it  is  often  out  of  the  question  to  give  the  time 
necessary  for  counting  them  over. 

The  difficulty  with  India  shippers  is  that  each  merchant  thinks  his 
particular  shipment  better  than  that  of  his  neighbours,  and  will  not 
allow  them  to  be  mixed  at  all.  Care  must  be  taken  in  such  cases  to 
keep  them  separate  if  possiUe,  e^iedally  if  shipped  and  receipted 
for  as  distinct  lots.  H<miis  are  sometimes  marked  with  various 
coloured  paints,  but  in  many  cases  it  gets  rubbed  ofi,  onf  or  before 
ddivery.  Hence  the  necessity  of  keeping  parcels  separate  or  refus- 
ing to  sign  for  marks,  or  quantities,  in  the  receipts  amd  B.  L.* 

Bags  of  horns  should  not  be  cut  adrift,  unless  they  are  shipped  for 
that  purpose  ;  care  should  then  be  taken  to  state  the  fsict  in  the 
receipts  and  B.  L,  otherwise  trouMe  may  result  on  ddiveiy  to  the 
consignees. 

20  cwt.  of  loose  horns  stow  in  about  90  feet,  sometimes  more. 
20  cwt.  of  loose  hoofs  stow  in  about  95  feet.  (Uncertain.) 

HORSES.— When  horses  are  taken  they  are  accommodated  on 
deck,  placed  in  boxes  7  or  8  leet  long,  5  to  6  feet  high,  and  about 
3}  feet  broad.  These  boxes  are  usually  raised  a  few  inches  from 
the  deck  with  a  dear  passage  below  for  the  water  to  pass  freely 
imdemeath  when  hosing  is  done.  The  boxes  should  be  padded 
all  round  to  a  depth  ol  12  inches  and  3  indies  thick,  the  floor  having 
cross-bars  of  wood  to  make  the  footing  more  secure.  A  strong  door 
^lould  be  made  with  an  iron  bolt ;  the  box  well  ventilated,  windsails 
being  used  to  assist  thi&  The  fore  part  of  the  ship  should  be 
specially  attended  to  in  His  respect,  as  there  sickness  is  more 
frequent  than  furter  aft. 

In  transport  ships,  horses  are  generally  placed  bdow  the  decks,  in 
sqiarate  stalls,  facing  each  oUier  midships,  leaving  a  de«r  passage 


ICE  AND  SNOW. 


for  the  strappers.  It  is  necessary  to  Mvc  an  extra  staH  for  every 
ten  horses,  so  that  one  may  always  be  ronoved  while  cleaning  Out 
the  boxes. 

i^mge  for  each  animal  is  about  6  lbs.  oats,  lo  lbs.  hay,  6  gallons 
water,  and  about  3  lbs.  bran.  Care  must  be  taken  against  fire,  the 
imy  being  stowed  dear  ol  any  risk  of  sparks  from  the  galley. 

HUMAN  HME-— la  liiiles,  4  6 

ICK  and  SNOW.— The  carriage  of  ice  by  sea  is  fast  becon^  of 
kas  importance.  A  few  years  ago  all  the  ice  used  in  the  East  tod  to 
be  brought  by  water.  Some  fine  American-built  veaseb  found 
regular  employment  all  the  year  round.  In  1878  the  manufacture  of 
ice  by  machinery  began  in  India ;  after  a  sharp  contest  which  lasted 
some  months,  the  natural  ice  companies  retired  fiom  the  trade, 
finding  it  impoaaiWe  to  compete  with  the  manufactuied  artwle. 

There  is  still  a  trade  carried  on  between  Sweden  and  Norway  and 
ports  on  the  east  coasts  of  the  United  Kingdom  by  small  vessels 
belonging  principaUy  to  fordgneis.  Many  steameis  have  ice-houses 
holding  from  20  to  30  tons  for  use  on  the  voya^.  Inilhngth^ 
with  blocks  of  ice  care  ^lould  be  talcen  not  to  damage  the  lead- 
covering  on  the  sides  and  bottoms,  or  it  may  leak  through  and 
damage  cargo  stowed  below. 

All  emigrant  vessels  going  into  tropical  climates  should  have  a 
refrigerator,  or  a  proper  supply  of  ice  for  use  in  hot  weather. 

One  cubic  foot  of  ice  weighs  57!  lbs.,  and  one  lb-  has  a  volume  of 
30  cubic  inches. 

One  cubic  foot  of  snow  weighs  5J  lbs.,  and  it  has  about  la  times 

the  bulk  of  water. 
One  cubic  foot  of  water  weighs  about  1,000  oaw.  or  62*  ms. 

Hfif  ORTELLSS^Bbdced  in  ciiii,  which  require  careful  hand- 
ing and  stowing. 

20  cwt.  should  stow  in  about  350  feet. 

INMA^EUBBItR^India-rubber,  in  bags,  can  be  stowed  among 
nfier  goods  as  desked,  eapedally  on  short  voyages.  On  long 
paisag^  it  is  iabie  to  get  heated  if  near  moist  articles. 

Wet  Rubber  leifuires  to  be  stowed  by  itself.   (See  Jolotong.) 

m  cwt.  raw  India-rubber  slows  in  about  65  feet 

mm  ton  stofWft  in  alipit  70  tet  if  well  packed. 

New  Yoik,  a  bale  iMNsighed  200  Hjs.  when  shipped. 

Bags  of  raw  India-rubber  8lii|iped  in  Cakntta,  20  cwt.  stow  m  68 


IRON,  METALS,  ETC. 


147 


INDIGO.--A  blue  pigment  prepared  from  various  spedes  of 
Indigofera,  a  plant  grown  in  the  East.   The  nuts  or  pigment  used 
m  dyemg  are  obtained  from  this  plant  by  a  manufacturing  process 
It  IS  then  packed  in  chests  of  teak,  or  other  hard  wood  (weU  Uned) 
These  are  sewn  in  gunnie  cloth,  marked,  numbered,  sorted  and 
sampled,  and  shipped  to  different  parts  of  the  world.   Ships*  officers 
should  be  careful,  when  receiving  indigo,  to  have  it  carefuUy  talUed 
each  mark  and  number  being  recorded  as  the  cases  go  below.  The 
same  care  should  be  taken  in  discharging  to  prevent  any  questions 
of  shortage  ansing,  especially  when  delivering  to  dock  companies 
or  overside  into  barges. 

If  stowed  over  other  goods  put  double  mats  between,  or  the  cargo 
may  be  stained  by  the  indigo  siftings.  Try  and  stow  indigo  if 
possible,  m  the  between  decks,  well  dunnaged  and  protected  all 
round. 

Value  per  chest,  about  £60  to  £80  each. 

In  cases  20  cwt.,  or  one  ton,  stow  in  about  62  feet 

IRON,  METALS,  RAILWAY  BARS,  etc.-Alloy  is  a  certain 

w^g^  ^         ^"^^  ^ 

Amalgam  is  a  soft  alloy,  a  mixture  of  mercury  and  metal. 
Solder  is  an  aUoy  used  for  making  joints  between  metals.   It  must 

be  more  fusible  than  the  metals  it  is  designed  to  unite,  and  is  hard  or 

soft  accordingly. 

Bronze,  or  gun  metal,  is  an  alloy  of  copper  and  tin  ;  it  is  harder 
stronger,  and  more  fusible  than  copper.    A  high  temperature  ik 
mdting  injures  gun  metal.   Aluminium  bronze  contains  about  05 
Percoat^copper  and  5  per  cent,  of  aluminium, 
plwqj^m  ^^^^  contains  copper,  tin.  and  a  smaU  proportion  of 

Jtec  are  many  v^ties  of  cast  iron  :  the  two  principal  are  grey 
and  wtote.  Cast  Iron  often  retains  a  portion  of  foreign  ingredients 
^om^OTie,  such  as  earth  or  oxides  of  other  metals,  sulphur  and 
POO^bonis,  which  are  aU  injurious  to  its  quaUty  and  value.  Cast 
mm  ej^ands  at  the  moment  of  becoming  solid,  and  cast  iron  is  now 
"*^2f™f™^^  subjecting  a  casting  to  a  process  of  annealing. 

Wron^  iron  is  made  ton  pig  u:on  by  treatment  in  a  puddling 
™inace,  then  hammered  and  rolled. 

Steel  is  a  compound  of  iron  and  carbon.   There  are  many  varieties 
or  steel,  sodi  as  Bessemer.  Siemoa.  Whitworth.  and  Homogeneous 
It  is  not  easily  broken,  wdds  easUy.  does  not  spUt  or  crack 
*  very  hijji  heat,  and  has  greater  elasticity  than  iron. 


1^8 


IKOHy  METALSy  STC 


Railway  Iron. — ^Ships  loading  caiigoes  of  Iron  should  have  at 
least  one-third  of  the  weight  in  thi9  'tween  decks. 

Raiway  Iron  should  be  stowed  fore-and-aft  until  level  with  the 
kedson,  then  diagonally,  that  is,  grating  fashion,  keeping  the  rails 
ndl  apart  so  that  the  weight  will  be  raised  to  make  the  ship  easy 
in  a  seaway. 

Protect  the  ship's  ade  with  bars  laid  fore-and-aft  on  top  of  each 
other  where  the  stowing  is  diagonal.  Use  rough  sawn  battens 
between  the  tiers  when  necessary. 

Finish  by  stowing  fore-and-aft,  locking  the  two  top  tiers  or  so 
by  inverting  the  upper  rail ;  then  lay  3-inch  planks  across  the 
cargo  under  the  beams  and  tomb  them  well  down,  placing  the 
tombs*  about  five  feet  apart ;  also  wedge  the  upper  tiers  at  the 
sides  by  driving  large  wedges  do^  on  planks  put  up  and  down 
hfkm  stowing  for  the  purpose. 

The  'tween  deck  cargo  is  stowed  fore-and-aft  and  is  wdl  tombed 
down  like  the  lower  hold. 

Hie  end  tiers  have  also  to  be  lashed  with  chain  to  keep  them  from 
fetcUng  away  when  the  ship  is  pitching  heavily,  a  space  being  left 
aixnit  a  third  of  the  distance  from  the  midship  stanchions,  between 
Hiem  and  the  side,  for  the  purpose.  Bars  are  laid  across  the  top 
and  the  lashing  passed  round  them  and  the  'tween  deck  beam. 
With  a  laid  'tween  deck,  rails  will  have  to  be  laid  across  the  first 
tier  on  ttte  deck  to  lash  down  to.  The  lashings  are  wedged  up 
tight  and  will  require  attending  to  at  sea. 

Bar  Iron  measures  about  one-third  of  its  weight. 

Pig  Iron  well  stowed  runs  about  10  cubic  feet  per  ton,  20  cwt 
There  is  generally  a  loss  of  i  to  2  per  cent,  on  delivery,  owing  to 
the  amount  of  sand  and  grit  that  falls  out  in  receiving  and  dis- 
chaipng. 

Bar  Iron,  if  possible,  should  be  stowed  so  as  to  avoid  mixing  the 
difieient  consignments  or  marks,  otherwise  a  charge  may  be  made 
lor  sorting  at  the  port  of  deUvery. 

Galvanised  corrugated  iron  sheets,  six  in  one  bundle,  61  ins.  by 
75  ins.  by  2  ins.,  weighed  2  cwt.  2  qrs.  2  lbs.  each  bundle ;  20  cwt. 
stowed  in  36ieet. 

Kegs  of  Steel,  20  cwt  stow  in  21  feet. 

ISINGIASS^A  pme  loon  of  gdatine  prepared  from  certain 
fresliwater  ish.  The  best  is  made  frmn  the  sound  of  the  sturgwm. 
In  homm,  20  cwt.  stow  in  about  90  leet 

rrORY^The  tusks  of  elephants.  In  receiving  tins  article  care 


JAGGERY. 


should  be  taken  to  prevent  any  rough  handUng.  Being  valuable,  it 
should  not  be  used  for  broken  stowage  or  beam  fiUings,  unless 
under  exceptionally  favourable  circumstances.  A  large  tusk  is  often 
worth  £80  to  £100,  and  if  chipped  or  damaged  the  ship  would  be 
liable  to  pay  for  it.  Be  careful  in  receiving  and  stowing  small 
pieces,  having  each  piece  or  tusk  noted,  and  any  injury  recorded  in 
the  receipts.  Native  boatmen  or  labourers  will  readily  steal  small 
pieces  if  not  carefully  watched  by  an  officer  or  reliable  person. 
Grease,  oil,  or  acid  will  injure  ivory. 

20  cwt.  of  loose  ivory,  well  packed,  stow  in  about  28  feet,  often 
more. 

JAGGERY^A  very  dkty,  damp  sugar,  extracted  frtxn  the  toddy 
palm-tree,  i»oduced  plentifully  on  the  west  side  ci  the  Bay  ai 
•  BengaL  Tie  new  crop  is  usuaUy  ready  for  slupment  in  the  nionth 
ofFebmaty.  It  li  counted  as  weij^t,  and  stowed  in  the  lower 
hold.  Wt^  new  from  the  factory  it  is  hanl,lHitaft»:  the  exposu^ 
to  heat  itbecqoies  soft,  and  in  a  ship's  hold  treacle  runs  from  it ;  in 
fact,  tbe^wlwle  mass  seems  to  run  together,  and  a  dark-cokmied 
syrup  ooces  out  and  runs  down  the  sides  of  the  vessd  into  the  limbers. 
Gfeat  care  is  necessary  when  oth^  goods  are  stowed  over  such  cargo 
to  prevent  damage.  Mats  are  useless  by  themselves,  planks  and 
good  dunnage  are  necessary.  Dry  sugar  should  never  be  put  near 
jaggery  wil£out  bang  well  separated.   (5^  Sugar.) 

20  cwt.  of  Jaggery  in  bags  stow  in  34  feet 

The  loss  of  weight  on  a  shipment  often  amounts  to  10  per  cent, 
during  the  voyage. 

JELOTONG. — ^Wet  Rubber  from  Borneo.  Each  case  contains 
two  or  more  balls  which  have  been  rolled  or  made  up  in  water,  con- 
sequently moisture  is  constantly  flowing  from  the  packages,  to  the 
injury  of  any  dry  articles  stowed  round  about. 

Treat  as  wet  cargo,  apart  from  dry  goods.    (See  India -Rubtier.) 

JfiTTISON  is  the  throwing  or  heaving  overboard  of  the  ship's 
cargo,  or  materials,  to  Ughten  or  save  the  vessel  when  in  extreme 
danger.  Such  goods  must  not  be  swept  overboard  by  the  violehoe 
of  the  waves,  but  intentionally  sacrificed  by  the  mind  or  agency  <rf 
man  for  the  safety  of  the  ship  and  the  bene&t  of  all  concerned. 

JOSS  STICKS.— From  Canttm,  packed  in  cas6s  or  badoets  4 
cubic  feet'to  8  cubic  feet  each.  No  fixed  weight.  Value  from  tS 
to  $20  per  package.  Best  quahty  I30  per  padcage.  No  qpedal 
•towage  required. 


sum 


JOWARMUf  or  DAM.— A  native  grain  in  bags. 
20  cwt.  stow  in  about  57  feet. 

JUNIPER  B1RRI1S----Shipped  in  bags  an(J  casks.  Have  a 
decidni  turpentine  odour  after  being  stowed  below,  which  might 
damage  articles  sndi  as  bntter,  cheese,  macaroni,  etc.,  consequently 
it  should  not  be  slowed  near  or  in  the  same  compartment. 

m  cwt.  stdw  in  about  80  feet 

JtJTE.— The  fibre  of  a  plant  which  grows  in  the  East.  Shipped 
in  bales  pressed  by  machinery,  and  bound  round  with  rope  fasten- 
ings.  Samples  were  exhibited  in  this  country  about  the  beginning 
of  the  last  century.    In  the  year  1823  sufficient  quantity  was  re- 
ceived to  enable  it  to  be  tested  as  a  fibre  suitable  for  spinning 
purposes.   For  many  years  importers  ol  jute  met  with  little 
'encouragement;  spinners,  manufacturers,  and  consumere  were 
prejudiced  against  it,  and  it  was  fifteen  years  later  before  piogiess 
was  made  in  establishing  the  fibre  as  one  suitable  to  be  made  into 
doth.   After  that,  however,  it  began  to  be  more  freely  used,  and  the 
consumption  steadily  and  rapidly  increased.   Some  few  years  ago 
the  manufacture  of  jute  was  commenced  on  the  Continent,  and  now 
in  nearly  every  country  in  Europe  there  are  jute-spmning  and 
weaving  factories.   Much  of  the  jute  is  shipped  via  London,  but  the 
direct  shipments  from  Calcutta  are  getting  larger  annually.  For 
many  years  jute  was  used  in  combination  with  other  fibres,  princi- 
pally hemp  and  flax ;  now  it  is  often  used  alone,  the  principal 
products  of  the  fibre  being  Hessians,  a  hght  material  used  for 
packing  and  other  purposes,  and  the  heavier  fabrics  sacking  and 
bagging.   There  is  also  a  considerable  quantity  manufactured  into 
carpets,  rugs,  tablecloths,  and  curtains.  Jute  is  easily  dyed  and 
,  made  to  produce  veiy  bright  colours. 

There  seems  to  be  a  decided  opinion  amongst  many  that  bales  of 
jute  will  ignite  by  spontaneous  combustion  ;  the  truth  of  this  theory, 
however,  is  not  borne  out  by  general  experience.  There  are,  no 
doubt,  instances  of  fire  having  occurred  on  board  vessels  laden  with 
jute,  but  it  is  an  open  question  whether  such  ha\'e  not  been  ascrib- 
able  to  other  causes.  Until  more  is  known  on  this  subject,  however, 
damp  bales  of  jute  should  not  knowingly  be  received  on  board  as 
cargo,  unless  for  stowage  in  a  safe  place  and  by  special  arrangement. 
Bales  stowed  in  the  hold  should  not  be  allowed  to  touch  the  ship's 
side,  or  they  will  get  black  and  rot  with  sweat,  especially  if  shipped 
duiing  the  S.W.  monsoon.  Be  particular  in  allowing  dunnage  of  at 
least  one  inch  space  in  the  sides  right  up  to  the  deck,  for  moisture 


KAURI  GUM. 


151 


to  drain  off  between  the  bales  and  the  skin  of  the  ship.  Rape  seed, 
ml-cake.  or  other  heating  articles  should  not  be  stowed  with  jute. 
When  aaHpetie  is  taken  it  should  be  wdl  duimaged  and  matted  over 
bdoKe  stowing  jute  on  it.  Vesseb  have  been  known  to  catch  fire 
while  loading  jute  or  cotton,  drcumstances  attending  which  point 
to  the  use  of  l^bted  matches,  or  smoking  in  the  holds,  by  in:e^oii- 
si^e  parties.  A  strict  watch  should  therefore  be  k^  to  pii^ 
against  such  dangerous  practices. 

In  CalcuHa,  on  the  15th  May,  1891,  the  four-masted  American 
ship  "  KBHawoRTH,"  2,243  tons.  Captain  J.  C.  Baker,  lying  off  the 
Esplanade  Moorings,  was  found  to  be  on  fire.  At  1.40  p.m.  volumes 
of  sm<*e  were  observed  issumg  from  the  main  hatch,  and  soon 
after  smoke  was  seen  issuing  from  the  fore  and  aft  hatches.  The 
vessd  was  k)ading  and  had  on  board  about  2,000  tons  of  jute 
cuttmgs.  saltpetre,  and  other  goods,  all  stored  in  the  lower  hold.  The 
Port  Commissioneis'  steam  fire-boat,  "  Hoogly,"  was  alongside  a 
quarter  of  an  hour  afteiwaids,  and  at  once  conunenced  pumping  120 
tons  of  water  an  hour  mto  the  hold.  They  succeeded  in  getting  the 
fire  under.  The  cause  of  the  fire  was  not  discovCTed. 

In  general  5  bales  of  jute,  400  lbs.  each,  go  to  20  cwt  or  a  ton. 

One  ton  of  jute  stows  in  about  58  aibic  feet. 

Jute  cuttuigs  stow  in  about  58  to  59  cuWc  feet 

KAOLIN.— Fine  pure  white  day,  called  China  Clay,  is  much 
used  in  the  manufacture  of  porcelain.  In  bags  20  cwt  stows  in  40 
feet. 

KAURI  GUM  comes  principally  from  New  Zealand.  It  is  dug 
from  the  deserts  there,  and  is  believed  to  have  come  horn  great 
forests  of  pine  long  since  passed  away-  It  is  most  vahiable  whra  got 
in  large  lumps,  so  that  care  should  be  taken  that  it  is  not  submitted 
to  any  unnecessary  knocking  about  When  several  tots  are  8bq>ped 
to  different  consignees  the  packages  should  be  kq?t  separate,  or  there 
will  be  disputes  about  the  delivery.  Insert  in  the  Bills  of  Lading  the 
words  "  Not  responsible  for  damage  due  to  rottenness  Oi  the  bags." 

KAYU-PUTCH.— Malay  White  Wood  CM,  but  more  conunonly 
called  Eucalyptus  Oil.  Has  a  strong  pungent  smdl ;  should  not  be 
stowed  among  goods  liable  to  damage,  such  as  fk)ur,  tea,  flake 
tobacco,  etc.    Packed  in  kerosene  tins.    {See  Essentiai  OUs.) 

KERNELS  OF  FIR  CONES.— In  cases  of  400  lbs.  each.  20  cwt 
stow  in  48  feet. 

KIPPERED  HERRINGS.— In  tins  and  boxes.  20  cwt  should 
stow  in  85  feet. 


ILOJLiA'  '"'XmACUS* 


KOLA.— A  nut  said  to  contain  many  excdknt  piviperties. 
Shipped  in  bags,  each  about  120  lbs.   It  is  said  that  in  cases  of 

intoxication  the  eating  of  a  Jcok  iiiit  wiU  icstoi^  the  affiectfid  pe^ 
to  his  senses. 

On  a  cup  of  chocolate  and  kola  paste  in  the  early  morning  a  work- 
man can  go  all  day  without  food.  This  article  has  only  lately  be- 
come known,  consequently  it  may  not  be  all  it  is  desaibed.  It  has 
no  objectionable  properties  as  cargo  in  smaU  lots.  In  laige  slup- 
ments  it  shouM  be  weU  ventilated  for  long  pumaea,  othisrwise  it 
will  heat. 

LAC,  tm  Dft.— A  lesinous  substance  obtained  from  certain 
ticra  in  the  East  Consists  parity  of  an  esoidation  from  the  tree  itself 
arising  from  indstonsmade  in  its  branches  by  the  female  insect 
Cmus  Lmm»  when  depositing  her  eggs,  and  by  a  secretion  from  her 
own  body,  in  wfaidi  the  eggs  are  nltiniateiy  hatched.  The  insects 
tlianselm  and  many  ondevdoped  eggs  remain  adherent  to  the 
nriwNis  mass,  and  are  gathered  frcim  the  twigs  twice  Inits 
cmdc  atateit  iscalhsd"  StkkLac"  This  is  afterwards  crushed  into 
«nan  pieces  and  all  dirt  or  other  impurities  removed.  It  is  then 
carefii%  washed  with  a  weak  sohition  of  carbonate  of  soda  to 

iqwmte  the  cdboiing  matter  contained  in  the  Di^  theresin 
ii  liien  known  as  Seed  lac 

From  the  sodic  solntifin  a  valuable  red  dye-stulT  is  precipitated  • 
this  is  dried  and  pressed  into  smkU  cakes  and  called  lac  Bye. 
(Sir  8hallnc4 

LACE.~A  deicate  fabric  of  considerable  value.  The  ihres  used 
m  making  it  are  Flax,  Cotton;  - and  Silk,  golfl  and  silver  threads 
being  sometimes  introduced.  ) 

Lace  is  divided  into  two  classes,  real  or  hand-made,  and  imita- 
tion or  machine-made.  The  principal  varieties  of  hand-made  lace 
are  Point  d'Alengon,  Brussels,  Honiton,  Maltese,  Point  de  Galle.  etc. 

Lace  and  Embroider}^  nearly  approach  each  other,  and  may  be 
considered  in  the  same  light  as  regards  stowage.  Packed  in  tin-lined 
cases  of  various  size  and  weight.  Stow  where  they  cannot  be  eastty 
got  at,  coolies  and  other  laboureis  being  very  clever  at  pilfering 
such  goods. 

lAlIP  BiiACX^A  soot  prepared  by  burning  in  furnaces  the 
coatser  parts  of  tar.  It  is  said  to  be  liable  to  spontaneous  combus- 
tion, i^pedaiy  if  newly  made.  Packages  shouM  not  be  worked  or 
•tttwei  over,  as  other  goods  are  Hable  to  damage  by  dust  stains. 


One  ton  of  ao  cwt  in  hogsheads  «t0ws  in  120  feet. 
One  ton  in  bags  stows  in  almt  140  ieet 
LANG^ln  bags,  cmsbed. 

LAPIS  LAZULI.— In  cases,  20  cwt.  stow  in  30  feet. 

LARD. — In  steamers  avoid  stowing  near  the  centre  of  the  vessd. 
It  is  essentially  a  delicate  article,  unless  in  casks  or  tierces,  when  it 
may  be  stowed  with  casks  of  beef  and  pork,  etc.  It  is  always 
desirable  to  keep  such  cargo  away  from  dry  or  choice  goods. 

Tierces  weigh  394  lbs.  to  404  lbs.  each,  and  measure  10  ft.  8  ins. 
to  II  feet. 

Pails  weigh  32  lbs.,  measure  i  ft.  lin. ;  loewt.  Should  stow  in  70  ft. 

Racks  weigh  136  lbs.,  and  measure  5  ft.  5  ins. 

The  f oMowing  measurements  were  taken  alongside  the  ship  at 
New  York: —  ' 

One  tierce  weighed  394  lbs.  and  measured  32  by  24  by  24  indies, 
about  10  ft.  8  ms. 

One  case  weighed  76  lbs.,  and  raeasiued  26  by  x6  by  iz  inches, 
about  2  ft  8  ins.. 

Racks  of  four  pails  wd|^  145  lbs.,  and  roeasnred  48  by  15  by  14 
Inches,  about  5  ft  loins.  eadi. 

Six  tierces,  one  ton  of  2,240  lbs.  of  lard,  stow  in  ^  Ieet. 

20  cwt.  of  lard  shoold  stow  in  about  70  feet 

20  cwt  of  stearine  in  bags  stow  in  52  feet 

This  artide  has  a  disagreeable,  siddy  odour. 

LEAD.— Stowing  lead  piping  requkes  care,  for  if  not  properly 
handled  it  gets  bent  and  dented,  etc.,  and  has  then  to  be  cot  and 
straightened  before  using.  Among  general  cargoes  it  should  be 
coiled  in  a  space  by  itself  and  free  from  other  artides  of  any  weiglit 
Sheet  lead  should  be  stowed  on  its  flat.  Pigs  ol  lead,  when  carried 
as  cargo  in  large  quantities,  should  be  built  iq>  in  the  bold  like  pig 
uron  or  copper.  Among  general  cargo,  when  stowing  pigs  lead,  it 
is  desirable  to  spread  out  the  kwer  tiers  so  as  to  equalise  the  stiain 
or  weight,  otherwise  damage  may  result  tan  excessive  pressure  on 
a  ttnall  surf  ace. 

Pig  lead  shouM  stow  20  cwt.  in  8  ieet ;  lead  piping  in  12  feet 
or  more,  according  to  size. 

LEATHER.— The  most  costly  leather  in  the  world  is  known  as 
piano  leather,  the  secret  of  tanmng  which  is  known  only  to  a 
family  of  tanners  in  Thuringia,  Germany.  TWs  leather  has  but  one 
use,  the  -covering  of  piano-keys.  The  skins  from  which  it  is  tanned 
are  procured  almost  entirdy  in  America.  It  is  a  peculiar  kind  of 


134 


LEATH£R-~LI£N. 


Inde-sldn,  the  skin  of  a  common  red  or  Virginia  deer,  and  a  species 
Cl  fie  uiimal  knoim  as  tiie  grey  deer,  found  only  in  the  vicinity  of 
the  great  northern  lakes.  The  German  tanners  have  an  agency  in 
Detroit  which  collects  the  skins  from  the  Indian  and  half-breed 
hunters,  who  supply  the  market. 

Cases  weigh  135  lbs.,  and  measure  3  ft.  5  ins.  each. 

leathers  of  the  ordinary  sorts  are  shipped  sometimes  in  cases. 
<liten  in  rolls  and  casks.  They  should  be  stowed  apart  from  oil, 
grease,  tar,  or  acids,  etc.  Dried  hides  or  skins  are  rcsidily  damaged 
by  oil,  a  fact  not  easily  realised  until  a  claim  is  made. 

Bundles  of  American  leather  weigh  368  lbs.,  and  measure  20  ft. 
3  ins. 

RoUs  of  leather,  115  to  150  lbs.,  about  3  ft.  5  ins.  to  14  ft.  11  ins. 
Cases  shipped  at  New  YiMrk,  109  by  14  by  ii  inches,  measured 
9  ft*  8  ins. 

Bales  shipped  at  New  York,  45  by  34  by  33  Inches,  abcmt  29  ft. 
3  Ins. 

Rolls  of  leather,  20  cwt.  stow  in  about  224  feet. 
Bales  of  leather,  20  cwt.  stow  in  about  90  feet. 
Bales  of  tannery  waste,  20  cwt.  stow  in  185  feet. 

LEAVES^— Backed  in  bates  of  254  lbs.  each  and  shipped  from 
Mediterranean  ports.  {See  Scniia.) 
Dried  and  pressed,  20  cwt.  stow  In  about  260  feet. 
LSMONS^ — In  boxes  measuring  2  ft.  8  ins., weighing  77  lbs.  each. 

LBMON  PEEL. — The  rind  of  the  fruit  cut  into  pieces  and 
pickled  in  salt  water. 
Casks  and  hogsheads  vary  in  size  and  weight.  ' 
Stow  20  cwt.  in  about  65  feet. 

LIEN.— The  sMp-own^,  and  the  master  as  his  agent,  has  a  Hen 
on  goods  carried  in  their  vessel  for  the  freight,  general  average,  etc. 

the  essential  foundation  of  this  right,  however,  is  possession,  for 
they  cannot  be  compeied  to  part  with  any  goods  until  such  frdght 
be  paid.  If  the  master  once  voluntarily  parts  with  the  possession 
of  the  goods  out  of  his  hands  or  his  agent's  hands,  he  loses  his  lien 
upon  them,  and  cannot  afterwards  redaim  them.  (See  BUI*  of 

LICHTBRS^-<€aigo  shoold  not  be  put  mto  lighters  unless  the 
Oveiside  Delivery  Oiders  deariy  state  so,  and  the  lightermen,  or 
anneone  duly  authorised,  be  there  to  receive  it.  This  takes  the 
responaibiMty  oi  the  sMp  when  the  goods  are  over  the  side. 


14.M31Sil!J>--*£Aini>l!'.K. 


155 


LIMB,  GHllNiUMIt  •tc^--Calciimtioii  ol  any  limesliiie 

prodnoeB  lime.  For  ei^ort  it  is  genefally  shipped  in  casks,  bags,  or 
in  bulk.  In  the  East  it  is  ctdM  Chmiam.  It  AoM  be  stowed  ^ 
apart  ftom  any  damp  artidea  and  be  kept  perfecUy  dry. 

LIME  (Borate  of)  is  shipped  in  small  quantities  aU  the  year 
round  at  Iquique,  Mexillones,  and  Pisagua. 

LINSEED.— The  seed  of  the  flax  plant ;  contains  a  very  great 
proportion  of  oD.  Being  a  smooth  seed  it  is  more  liable  to  shift  than 
grain,  requires  more  care  in  stowing,  and  when  in  bulk  shifting 
boards  are  necessary.  Large  quantities  in  bulk  pay  less  freight  than 
in  bags.  Great  care  should  be  taken  to  secure  ventilation. 
American  Unseed  sent  to  Ireland  for  seed  purposes  is  generally  in 
hogsheads. 

Linseed  in  bags  should  stow  20  cwt  in  about  57  feet. 

LIQUBURSk-A  coRiial,  in  bottles,  which  shqcM  be  treated  in 
mncfa  the  tme  manner  as  wines,  etc. 
20  cwt  m  ciaes  stow  in  72  feet 

MQUORIGE,  or  Licorice.— In  casks  of  juice,  i|  cwt.  neaily. 
A  case  of  roots  shipped  at  Naples  weighs  about  2  cwt.,  and  measures 
nearlv  10  cubic  feet.  20  cwt.  of  roots  should  stow  in  86  feet 

LOAD-LINE.— S^<?  Draught  of  Water. 

LOGOMOTIVES.->S^  Railway  Material. 

LOCUST  BBANS«— Shipped  from  Ifedilefiantei  and  ^lanish 
ports.  Slow  t^  iame  as  gram.  ^naUvesseis  win  stow  about  their 
register  tonnage  of 'beans ;  tliey  require  plenty  of  ventilation. 

20  cwt  beans  in  bulk  stow  in  about  48  feet 

LOGWOOD.— Bales  or  bundles  of  236  lbs.  each,  from  the  West 
Indies. 

20  cwt.  stow  in  92  feet. 

LUCIFER  MATCHES,  in  cases,  are  considered  inflammable  and 
should  not  be  stowed  below  among  other  goods  ;  Bryant  and  May's 
safety  matches  are,  however,  carried  in  the  'twixt  decks  near  a  hatch, 
as  they  are  considered  safe  under  ordinary  circumstances. 

20  cwt  of  Bryant  and  May's,  in  cases,  stow  in  about  120  feet 

LUMBER.-~Ca]:goes  of  lumber,  and  especially  long  lumber  on 
deck,  should  never  be  allowed  to  bear  any  unequal  strain  on  the  ends. 
The  wei^  should  be  eqaa%  borne  along  the  entire  lei^th.  This 
cargo  should  be  carefoUy  wedged  off  and  well  secured  to  prevent  the 
possibility  d  it  shifting  in  bad  weather.  {See  Dade  Load.) 


ISA^V     MAI  T' 


Vessels  will  generally  stow  of  lumber,  induding  deck  loid,  alMNit 
75,000  running  feet  to  each  100  tons  net  register;  uttlioitt  deck 
load*  10  per  cent,  km,  (Sm  Wood.) 

STAVES*  «te.,  COMPARED  WITIi  BARREIS. 

In  loading  vessels,  etc.^with  lumber,  the  following  calculations 
may  be  useful : — 

1,000  Barrel  staves  will  require  the  room  of  15  barrels. 
1,000  Hogshead  staves  will  require  the  room  of  20  barrels. 
1,000  Pipe  iHlves  will  require  the  room  of  30  barrels. 
1,000  feet  of  Boards  will  require  the  room  of  20  barrels. 
400  leet  ol  Boards  are  rated  at  a  ton. 

MAGAROltl^-^  Vermiodll. 

IfACB^—* A  ifiioe  st^pfwd  fom  the  Straits  Settksn^ts,  generally 
in  bogs  or  caies.  It  sliould  be  stowed  as  diy  choice  caigo  apart 

Cases  of  mace  averages  about  i|  cwt.  each. 
Bagji  awiage  about  100  to  105  lbs.  each, 
90  'Cwt.  in  cises  sboold.  stow  in.  80  leet.  * 

MACHINERY.— 5^  General  Cargo. 

MADDER. — The  root  of  a  plant  which  yields  a  bright  red  dye. 
Compressed  bales  average  4  cwt.  each.   20  cwt.  stow  in  75  feet. 
Casks  of  ground  madder  vary  much  in  weight  and  size. 
Average  oi  Dutch  madders  weigh  15  cwt.,  and  measure  48  it 
10  ins. 

Mediterranean  pmaed  bales  average  51  feet,  and  weigh  about 
6|  cwt.  each. 

It  absorbs  moisture,  and  ground  madder  will  deteriorate  in  value 
if  damp. 

MAGNESIA.— Shipped  only  in  smaU  quantities  in  chests  or 
bottles.  DokMnite,  or  Magnet  fimestcne,  obtained  in  Indin» 
yields  about  46  per  cent  of  Magnesia. 

Salt  water  or  damp  air  Witt  damage  this  article  uglm  wel  packed 

Common  magnesia,  cases,  2  doien  to  3  doien  bottles  in  each. 

Puked  in  dbcats  ol  i  cwt. 

MAItfT«r-4jcrai  :sleeped  in  water  and  made  to  germinate.  It  is 
tiien  dfiod  in  a  kiln  and  packed.  When  in  bulk  and  going  long 
voyageik  stow  in  lins  ined  with  tin,  or  in  iion  tanks,  and  exdnde 

■pP  ■if  if  immibir'. 


MANIFEST. 


157 


New  York  barrels  Maltine  3a  ins.  by  23  ins.  by  23  ins.,  about  9  ft 
10  ins.  each. 

Malt  stowed  in  a  hold  with  dry  goods  will  cause  damage. 

MANIFEST.— The  Ship's  Manifest  must  clearly  state  the  name 
and  tonnage  of  the  vessel,  and  the  place  to  which  she  belongs,  also 
the  master's  name  ;  a  full  description  of  all  packages  on  board,  with 
the  marks  and  quantity  of  the  goods  contained  in  each  package,  and 
their  destination  ;  names  of  the  respective  shippers  and  consignees, 
so  far  as  such  particulars  are  known.  It  should  be  made  out,  dated 
and  signed  by  the  master,  and  is  usuaUy  signed  also  by  the  Ship 
Broker  who  clears  the  vessel  out  at  the  Custom  House.  There  is  a 
penalty  for  being  unprovided  with  a  proper  manifest,  and  for  con- 
venience there  should  be  two  copies  ;  one  is  required  by  the  Customs 
authorities  on  arrival.  Ships  are  also  required  to  add  a  list  of  stores. 
A  separate  manifest  is  necessary  for  tobacco  if  there  is  much  of  it  on 

board.  '  . 

The  master  of  a  vessel  sailing  with  a  cargo  for  any  of  the  Spamsh 
ports  ought  to  bring  two  copies,  exacUy  aUke.  which  jnust  contain 
the  nationality,  name,  description,  and  tonnage  of  the  vessel ;  the 
master's  name,  with  the  date,  and  the  port  where  he  took  the  cargo 
on  board ;  the  port  or  ports  said  cargo  is  bound  to  ;  the  marks, 
counter-marks,  num  er  of  packages,  and  their  description,  such  as 
bales,  boxes,  chests,  pipes,  half-pipes,  barrels,  tierces,  etc.;  a 
declaration  of  the  quantity  and  quaUty  of  the  merchandise  in  each 
package,  as  near  as  possible  (especially  tobacco);  the  names  of  the 
shippers  and  consignees,  or  whether  they  are  to  order.  Everythmg 
to  be  written  in  words  at  length,  except  the  numbers  of  packages, 
and  on  sheets  of  paper  or  proper  manifest  forms. 

When  a  vessel  has  taken  cargo  at  more  than  one  port,  she  ought 
to  have  a  separate  manifest  from  each  port  where  she  has  received  a 
shipment. 

At  the  end  of  the  manifests  the  master  should  attach  a  Store  List 
and  List  of  Passengers,  both  cabin  and  steerage,  making  all  other 
declarations  he  may  deem  necessary ;  he  should  then  sign  his  fufl 
name,  etc.   (See  Stores.) 

HANURES-— When  possible  manures  should  go  in  a  hold  by 
themselves,  apart  from  other  goods.  The  vapour  from  superphos- 
phates will  attack  articles  of  an  edible  nature,  rendering  them  unfit 
for  use.  Before  receiving  any  shipments  of  this  nature  full  mfor- 
mation  shookL  be  obtained  as  to  its  UabiUty  to  putrefy,  decompose, 
or  damaiee  other  goods. 


MARBlnR—MATS 


fiili  maniiie,  guano,  gltw,  refuse,  wool,  and  cytbor  mamires  htm 
SenmOy  a  most  offensive  odour  and  slKmld  nol  be  stowed  among 
otiier  cargo.  Mannftctiited  cheniical  mmam  may  «ninftoqi  be 
canied  below,  provided  tbey  bave  no  dbjecdooable  properties  be- 

ymi  a  Mabifity  to  beat  wben  in  tbe  bifli.  fbis  can.  bowever,  be 
ascertained  beforehand. 

M^AflUr  Mmum  Mpptd  at  Antweip,  jo  cwt  pied  in  a  heap, 
neasorod  4  ^  4  »».  by  2  ft.  lo  ins.  by  2  ft  i  in.,  square  25  ft. 

90  cwt  of  manafutand  mannies  dMNdd  stonr  in  40  feet 

in  as  stiffening  marble  should  be  laid 
*y*^  ^^  ^  ^  bottom,  and  not  subject  to  any  unequal 
■tnin  tram  above.  Be  careful  in  seeing  it  well  blocked  off  and 
secured  against  tbe  possibility  of  shifting  in  heavy  weather.  Marble 
win  readiy  damage  if  stowed  near  oil,  grease,  iron,  etc. 

In  small  sMpments  of  maiixie  slabs  it  is  usual  to  stow  them  on 
Hwir  edfles. 

20  cwt  of  mailile  should  stow  in  14  feet 
20  cwt  of  ^abs  stow  in  17  feet,  often  more. 

IHEGARIIIE.— Oleo-margarine,  or  artificial  butter,  generally 
pidied  In  tubs  m  firkins.   Stow  the  same  as  butter  or  lard. 
IWn  a:verage  73  lbs.  each,  and  measure  2  feet  each, 
20  cwt.  should  stow  in  65  to  70  feet. 

MARJORAM.— Fbu±ed  in  bales  of  220  lbs.  each.   20  cwt.  stow 
In  220  feet. 

MASTIG^A  gum  car  resm  which  exudes  fram  the  Lentisktree. 
used  m  varnish.  Has  a  imOmcy  when  heated  to  run,  and  mi^t 
4iuiii«e  other  goods  if  stowed  over,  or  too  near.  (S^  Gum.) 

MATGHBSr-^About  40,000,000  feet  of  timber  are  annually  made 
into  nalGlin  In  Ameilca.  (Sm  Ladfer  Mstchea.) 

MATS^— <knerally  made  of  grass,  reeds,  or  bamboo.  Bombay 
mats  are  considered  the  best  for  use  in  the  Kastem  trade.  China  and 
Calcutta  mats  are  the  largest  and  heaviest,  but  do  not  last  so  long  in 
the  holds  as  tile  lonner. 

About  5,000  to  6,000  Bombay  mats  are  required  to  stow  an 
Indian  caigo  in  a  4,000  ton  steamer. 

Canton  matting,  generally  packed  in  rolls,  from  24  inches  to  9  feet 
in  length,  and  weighing  variously,  20  cwt.  stow  in  130  feet. 
20  cwt  of  mats  stow  in  about  200  feet  (cargo  mats) . 
MEAT*— Laife  shipments  of  dead  meat  are  now  brought  over 


MEAT— MILES. 


159 


from  various  parts  of  the  world  to  Great  Britain,  steamers  and  sailing 
vessels  being  fitted  with  refrigerators  and  cold  chambers,  where  the 
meat  is  kept  below  freezing-point  during  the  entire  voyage. 

Beef  packed  runs  about  95  cubic  feet  to  the  ton. 

Quarters  and  pieces  about  130  cubic  feet  per  ton  of  20  cwt. 

New  Zealand  mutton,  iio  feet  per  ton  of  20  cwt. 

River  Plate,  about  115  cubic  feet  per  ton  of  20  cwt. 

MICA.— From  trade  statistics  it  is  proved  that  India  is  the  prin- 


cipal producer  of  this  mineral. 
In  casks,  20  cwt.  stow  in  60  feet. 

MILE,  etc.,  of  different  Nations. 

Ei^Ush  Yards 

Arabian  mile  •  •  •  2,14^ 

Bohemian  mile  10,137 

Brabant  mile  •  •  •  -  6,082 

Burgundy  mile  .  6,183 

Chinese  U  ....625 

Danish  mile  *  .....8,244 

Dutch  mile  .-6,395 

En^ish mile,  statute  1*760 

Rf^lish  nule,  geographical   *  •  •  •  2,025 

Fkmish mile   •••*  •  .6,869 

French  posting  league  •  •  -  •  -4*^ 

French  marine  league  • .  •  •  -  .6,075 

French  legal  league  of  2,000  toises   •4*263 

German  mile,  geographical  8,100 

Gennan  mile,  long  , .  w .  .10,126 

Geiinan  inUe,  short     •   .6^59 

Hamburg  mile  8,244 

Hanoverian  mile  ".559 

Hesse  mile  .--19*547 

Hungarian  mile    «•••«.••..........<...... *9'^i5 

Irishnule   a*240 

Itahanmtte  .2,025 

Poland  mile,  short   ••.•••••»  .6,071 

Poland  mile,  long  ....8,100 

Portuguese  legoa   6,760 

Prussian  mile  .8,237 

Roman  mile,  modem  .2,028 

Russian  vast  •  M67 

Saxon  mie   9*904 


.mo       MillJia«!kl!H>--illJI  Ur  FtSiUCL  diilSiXb. 


IfllXirr,  or  Morn  ainimoii  nwic  for  sarei^  ^es  of 
anaU  seed.  In  bogs,  90  cwt.  stow  in  from  44  to  51  feet. 

M  iraBAL  WAimS-'-Cases  contain  xadB  to  difvide  the  bottles 
and  loeeii  them  in  their  plaoe.  Care  should  be  talcen  to  fc^^****  sodi 
padcafes  carefnOy ;  avoid  moving  aboat  afta  having  once  bem 
stovped.  Soda-wi|ter  bottles  sometimes  explode  in  hot  weather. 

Casks  and  cases  average  220  lbs.  each,  but  are  uncertain.  20  cwt 
shoidd  stow  in  70  feet  i^ien  in  cases. 

liIRABOI<41fS«~-A  wild  berry  about  the  size  of  a  walnut 
exported  from  Eaplem  ports.  Being  a  light  article  it  is  generally 
shipped,  with  otflir  goods  of  a  heavier  natuie.  It  is  not  easily 
damaged,  has  no  smell,  and  stows  with  ahnost  any  dry  article. 

ladiet^  or  half-bags  of  mirabolams  make  excellent  biokeii 


ao  cwt.  stpw  in.  67  feet. 

MOHAIR. — In  bags,  20  cwt.  stow  in  240  feet. 

MOLASSBS. — In  casks,  puncheons,  and  hogsheads,  requires  no 
dminage.  The  ground  tier  must  be  straight  fore-and-aft,  eacK  side 
of  Ihe  keelson,  the  heads  about  an  inch  apart.  In  placing  the 
gronnd  tier,  the  breakage  caused  by  the  mast  is  filled  up  with  wood, 
and  each  cask  should  be  carefully  bedded  and  chocked.  The  casks 
must  rest  fairly  on  the  ground  tier,  to  equalise  the  weight  all  over 
and  prevent  springing.   Four  heights  are  usually  taken,  the  third 

being  placed  empty,  bedded  and  chocked,  and  filled  by  a  hose.  {Sec 
Syrup.) 

In  casks  20  cwt.  stow  in  70  feet. 

Molasses  is  now  generally  carried  in  tank  steamers.  The  average 
specific  gravity  being  1-340,  it  runs  about  27  cubic  feet  to  the  ton 
in  bulk. 

MOTHER  OF  PEARL  SHELLS.— Mother  of  Pearl  Shell-fishing 
ts  one  of  the  principal  industries  of  Northern  Australia.  Between 
Cossack  and  King  George's  Sound  there  are  a  number  of  small  craft 
varying  from  10  to  140  tons  employing  400  to  500  men  of  various 
nationalities  at  the  work.  The  diving  dress  is  much  used  among 
them ;  although  in  shoal  water  it  is  oftrn  dispensed  with.  Depths 
of  20  to  22  fathoms  are,  however,  reached  by  its  aid.  Anything 
beyond  this  is  injurious  to  the  divers,  who  are  sometimes  paralysed 
by  the  too  great  pressure  or  weight  of  water.  The  smaller  boats, 
caDed  luggers,  gather  the  shells  into  the  schooner,  where  they  are 
opened  under  supervision,  fitiniwi.  and  packed  in  cases  for  tlie 
I^Nodon  market  ■ 


MUSICAL  INSTRUMENTS. 


Pearls  are  sometimes  found,  but  thes'  are  rare  and  not  of  great 
value.  When  properly  cleaned  and  well  packed  M.  O.  P.  shells  can 
be  stowed  among  general  cargo. 

Cases  of  shells  weigh  about  3  cwt.  each,  and  are  worth  about  £170 
per  ton. 

Shells  are  also  shipped  from  Bunder  Abbas,  Linga,  and  other  ports 
in  the  Persian  Gulf.  Clean  shells  have  no  smell  and  as  a  rule  are 
free  from  objectionable  qualities. 

Well  packed  they  stow  rather  heavy,  20  cwt.  in  45  ft.  (uncertain). 

Mother  of  Pearl  shipped  generally  in  cases ;  if  declared  of  value 
should  be  put  under  lock  and  key. 

Cases  weigh  350  lbs.,  and  measure  17  ft.  2  ins.  each. 

MOWRAH  FLOWERS.— A  moist,  damp  article  giving  off 
vapour,  and  should  be  stowed  accordingly. 
One  ton  of  20  cwt.  stows  in  about  37  to  40  feet. 

MOWRAii  SEEDS.— In  bags,  20  cwt.  stow  in  60  feet. 

MUNGO.— Se£:  Rags. 

MUNJEET. — A  part  of  a  plant  cultivated  in  Asia,  and  used  as 
a  red  dye-stuff.  Shipped  in  bales,  casks,  and  cases.   {See  Madder.) 
20  cwt.  should  stow  in  90  feet. 

MUNSELLS.— From  China  ports  shipped  to  India  in  wooden 
tubs.  Net  weight  90  to  95  catties,  measuring  2  feet  to  3  feet,  value 
I87  to  $9*50  per  ptouL 

MUSICAL  INSTRUMENTS.— These  should  be  packed  in  tin- 
lined  cases  to  prevent  damage  from  sweat  or  rust,  etc.  Stow  in  a 
part  of  the  hold  away  from  moist  or  heavy  articles,  and  keep  the 
marked  side  uppermost.  Handle  the  packages  gently  to  prevent  jar 
or  injury  to  the  internal  parts,  which  are  fragile  and  easily  displaced 
by  rough  usage.  Average  weight  of  American  Oigans  in  cases  353 
to  365  lbs.,  measuring  44  ft.  6  ins.  to  59  ft.  5  ins. 

20  cwt.  should  stow  in  400  feet. 

MUSK. — The  odour  of  this  article  is  very  pungent  and  lasting. 
It  will  penetrate  and  damage  articles  such  as  tea.  coffee,  sugar, 
flour,  etc.,  if  stowed  in  the  same  hold.    {See  Perfumes.) 

MUSTARD  can  be  treated  as  dry  cargo  when  properly  packed. 
Generally  in' kegs,  tins,  bottles,  etc. 

MUSTARD  SBSD,  or  Suraoe,  or  Sarsoa.— Indian  names  for 
varietite  of  mustard  seed,  as  Simp  is  N^fm,  S.  ScMmM, 
In  bags  20  cwt.  should  stow  in  60  feet. 
Stowage  11 


NAPHTHA,  and  Infaininalite  ArtldlM  t*ii«raUy-'~'niere 
are  many  volatile  liquids  such  as  brandies,  rum,  gin,  whisky,  ether, 
•pints  of  wine,  and  other  alcoholic  liquors,  etc.,  which  are  well 
lamm  to  be  b^ily  inianunable,  but  it  is  not  so  wdl  known  that 
time  giw  aH  an  invisible  ps  ^i^iich  is  as  inflanunabk,  and  much 
mote  dangeioiis,  on  account  of  its  not  being  seen.  The  greatest  care 
dbooM  be  taken  to  eive  fiee  ventilatioii  wlieire  sodi  caiso  is  stowed 
and  on  no  aoconnt  allow  anymie  to  enter  such  places  with  a  naked 
ivnc*  Jtceniemoer  lO  aeep  kOOCm  oi  cdis  «rriiwf*  sepaiaxe  itouI  an  cargo 
Of  an  edible  nature.  H^tha  m  mocttiy  earned  in  tank  steamers. 
Spedic  gravity  •698.  (Sie  Bmi§mm  Goods.) 

RggiikUwns  of  the  Board  of  UnierwrUers  af  New  York. 

Gmotmm  may  be  shipped  under  deck  in  quantities  not  to  exceed 
1,000  cases  in  any  one  vessel  at  one  time,  in  drums  not  exceeding  ten 
pidiis  each,  haidng  an  excess  capacity  varying  in  ratio  from  15  per 
cent  on  ten  gallons,  to  5  per  ooit.  <m  five  gallons,  and  which  are  to 
be  made  of  sheet  iron,  tinned,  calamined  or  galvanixed,  of  a  thickness 
not  less  than  No.  20  Birmiiigham  gange.  To  be  of  drum  shape, 
with  body  riveted  and  sddered,  and  having  convex  heads,  and  to  be 
tested  to  a  |xessure  of  150  pounds  per  square  inch.  Twenty  per 
cent  1^  the  drums  to  be  tested. 

Drums  to  be  packed  in  cases  of  one  inch  stuff,  containing  not  more 
than  10  gallons  each,  to  be  stowed  so  as  to  be  readily  accessible  from 
the  vessel's  hatches^  and  in  lots  of  not  over  350  cases  at  either  hatch. 
(Sept.  1882.) 

NafiMim  may  be  shipped  under  deck  in  quantities  not  to  exceed 
lyOOO  cases  in  any  one  vessel  at  one  time,  in  drums  not  exceeding  ten 
gallons  each,  having  an  excess  capacity  varying  in  ratio  of  from  10 
per  cent,  on  ten  gaHons,  to  5  per  cent,  on  five  gdlons,  and  which  are 
to  be  made  of  sheet  iron,  tinned,  calamined  or  galvanized,  of  thick- 
ness of  not  less  than  No.  27  Birmingham  gauge.  Having  convex 
heads,  and  to  be  tested  to  a  pressure  of  80  pounds  to  the  square  inch. 
Twenty  per  cent,  of  the  drums  to  be  tested. 

Drums  to  be  securely  packed  in  cases  containing  not  more  than 
ten  gallons  each,  to  be  stowed  so  as  to  be  readily  accessible  from  the 
vessel's  hatches,  and  in  lots  of  not  over  350  cases  at  either  hatch. 

When  Gasolene  and  Naphtha  are  shipped  ill  the  same  vessel,  the 
mmber  of  dnmis  of  both  must  not  exceed  t^ooo,  and  not  more  than 
350  must  be  stowed  in  either  hatch. 

Notification  where  and  when  sh^ents  are  to  be  made  to  be 


NITRO-GLYCERINE 


163 


furnished  one  day  in  advance,  to  the  Surveyor  authorised  to  issue 
certificates  of  approval  of  Naphtha  and  Gasolene  shipments. 
Subject  to  the  requirements  of  the  U.S.  Statutes.   (Feb.  1897 j 

NAPPEE.—ParUy-dried  fish,  in  bundles,  carried  between  the 
Straits  Settlements  and  Burmah.  The  odour  from  this  cargo  is  very 
objectionable,  and  penneates  the  whole  ship.  Wet  nappee  is* 
infested  with  maggots ;  the  moisture  that  drains  from  it  is  most 
offensive,  and  win  readily  damage  other  goods.  Care  should  be  ^ 
taken  to  keep  nappee  by  itsdf,  and  in  a  part  of  tlie  hold  free  fram 
dry  and  perishable  articles. 

NESTS,  Bdilile^The  gelatinous  nest  of  a  species  of  swallow 
found  wid«|iread  over  Eastern  seas,  and  gathered  from  caves  and 
rodcs  about  fom*  times  a  year,  immedatdy  the  eiggs  are  laid.  After 
being  deaned  they  are  snrted,  according  to  their  purity  and  cokNu*, 
into  three  qnaltties,  while,  medium,  and  blaek,  then  packed  and 
shipped  to  ^eir  destination. 

Stow  as  valuable,  and  away  from  damp  or  scented  articles. 

NEWSPAPERS.— Paper. 

NIGER.— A  black,  shining  seed,  shipped  chiefly  from  Madras  or 
Bombay,  used  for  making  oil.  The  grains  are  long  and  almost  the 
size  of  hay-seed. 

One  ton  of  20  cwt.,  in  bags,  stows  in  63  feet. 

NITRE,  or  NITRATE  OF  SODA.-Cubic  Nitre,  sometimes 
called  Chilian  Saltpetre,  shipped  principally  from  ports  in  Sooth 
America,  has  many  of  the  objectionable  properties  of  SalQietce, 
being  soluble  in  water  and  forming  a  dangerous  compound  when 
broo^t  into  contact  with  organic  matter,  etc.  Being  very  liable 
to  evaporate,  when  in  a  damp  place,  care  should  be  taken  to  keep  it 
dry  and  apart  from  other  articles  Uahle  to  damage.  Shippers  gener- 
ally allow  3  per  cent,  for  drainage  during  the  voyage.  There  i<  an 
objectionable  odour  from  this  article  when  stowed  in  any  quantity. 

ao  cwt,  in  bags,  sbookl  stow  in  32  feet.  (5^  Sal^etro.) 

NITRO-GLYGERINE.-*A  compound  of  glycerine  and  nitric 
add,  disooveied  in  1847  by  a  M.  Sobrero ;  but  it  was  a  Swedish 
engineer,  M.  Nobel,  who  succeeded  in  making  practical  its  manure- 
ture  and  use.  At  the  same  time  he  first  experienced  the  immense 
danger  attached  to  the  emjdoymisit  ol  tlie  compound,  for  in  iSfiS  a 
factory  erected  by  hun  at  Stockholm  blew  up,  and  the  whole  stall  of 
chemists  and  workmen  lay  buried  in  the  rums.  Since  tiiat  date  the 
manulactnte  of  nitio^yoerine  has  been  forbidden  in  Sweden.  Inits 


i64 


NOTES 


manufacture  it  hm  the  appearance  of  a  yellow  or  brownish  oil, 
lietvier  than  water.  It  is  crystallised  in  the  form  of  long  icicles  by 
exposing  it  to  an  exceedingly  low  temperature.  In  this  form  it  will 
detonate  by  a  slight  concussion,  especially  if  it  is  not  very  pure. 
Instead  of  using  pure  nitric  acid  to  mix  with  the  glycerine,  sulphuric 
acid  is  also  added ;  this  serves  as  an  absorbf^nt  for  the  water  set 
free  during  the  action  of  the  nitric  acid  on  the  glycerine,  thus 
preventing  a  loss  of  strength.  A  second  advantage  is  that  the  final 
product,  Le.,  nitro-gljTerine,  being  insoluble  in  the  mixed  acids,  is 
precipitated  and  can  be  easily  separated,  whereas  it  is  soluble  in  pure 
nitric  acid.  Nitro-glycerine  is  very  poisonous  ;  even  its  absorption 
by  the  skin  is  dangerous.  It  is  rather  volatile,  and  as  it  must  be 
kept  in  hermetically-sealed  receptacles  a  strong  pressure  is  exercised 
on  the  mass,  and  in  this  condition  the  least  shock  may  cause  an 
explosion.    (See  Explosives.) 

NOTES.— D€mmd  Notes  are  payable  on  presentation  without 
grace,  and  bear  Iqjal  interest,  after  a  demand  has  been  made,  if  not 
so  written.  An  endorser  on  a  demand  note  is  hddm  only  for  a 
limited  time,  variable  in  different  States. 

A  Negotiable  Note  must  either  be  made  payable  to  bearer,  or  be 
properly  endorsed  by  the  person  In  whose  order  it  is  made.  If  the 
endorser  wishes  to  avoid  responsiyiity,  he  can  endorse  *'  without 
recourse." 

.A  Joint  Note  is  one  signed  by  two  or  more  pcsrsons,  each  of  wiioin 
becomes  liable  for  the  whole  amount. 

Three  Days  Grace  are  allowed  on  all  time  notes  after  the  date  for 
payment  expires ;  if  not  then  paid  the  mdsmer,  if  any,  should  be 
legally  notified  to  be  holden. 

Notes  falling  due  on  Sunday,  or  on  a  legal  holiday,  must  be  paid 
the  day  previous. 

Notes  dated  Sunday  are  void. 

AtUfing  a  vote  in  any  manner  by  the  holder  makes  it  void. 
Notes  given  by  minors  are  void. 

The  maker  of  a  note  that  is  lost  or  stolen  is  not  released  from 
{Kiyment  if  the  amount  and  consideration  can  be  proved. 

Notes  obtained  by  frmid,  or  given  by  an  intoxicated  person,  cannot 
lie  collected. 

A  ft  Endorser  has  a  right  of  action  against  all  whose  names  were 
previously  on  a  note  endorsed  by  him. 

NUTMBGS^In  coses*  m  art  stow  in  60  feet* 

NUTS.— Nuts  require  to  he  well  dunnaged,  kept  dry,  and  not 


NUTSt-OARS 


165 


put  in  the  same  hold  with  bone-dust,  guano,  etc..  which  depiedate 
their  value. 

Pahn  kernels,  shipped  from  the  West  Coast  of  Africa,  weigh  about 
32  to  56  lbs.  per  bushel.  However,  ships  can  generally  load  full 
cargoes,  the  weight  decreasing  route .  Small  vessels  carry  a  little 
under  their  D.W,  capacity.  The  crew  on  vessels  having  tlieir 
cabins  and  forecastle  below  the  deck  may  suffer  from  sickness  during 
the  voyage  unless  provision  is  made  for  living  on  deck.  Nuts  often 
generate  great  heat  and  steam,  which  in  some  instances  |tt:ove  fatal 
to  life  itself. 

Cocoa-nuts  are  usually  shipped  in  bags  or  nets,  sometimes  loose. 
On  moderately  short  voyages  they  can  be  carried  below  without 
injury  to  other  cargo.  They  should  not,  however,  be  stowed  in  the 
lower  holds,  and  should  have  ventilation  in  fine  weather.  They  will 
not  suffer  by  carriage  on  deck  in  a  safe  place,  and  a  littie  salt  water 
will  not  harm  them. 

Bags  contain  100  cocoa-nuts. 

Shelled  Almonds  in  bags,  20  cwt.  stow  in  70  feet. 

Shelled  nuts  in  casks  averaging  275  lbs.  each.  20  cwt.  stow  in  80 
feet. 

Shelled  nuts  in  bags  averaging  165  lbs.  each,  20  cwt.  stow  in  64 
feet. 

Pistachio  nuts,  in  cases,  20  cwt.  should  stow  in  72  feet. 
Bales  of  Walnuts,  each  253  lbs.,  20  cwt.  should  stow  in  182  feet 
Barrels  of  Brazil  nuts,  each  160  lbs.,  20  cwt.  stow  in  90  feet. 
NUX  VOMICA.— One  ton  of  2,240  lbs.  stows  in  75  feet. 
OAK  LOGS.^— go  cwt.  m  so^lool  pbnks  stow  in  48  feet. 
OAK  KXTRACrr^In  bands  weighmg  640  lbs.  and  measuring 
€bout  15  feet  each,  20  cwt.  stows  in  53  feet  and  requires  careful 
haadKncr.  (S^  Tan  Eztract-^^MeMttmiiMUi  carto.) 

OARS«r— Measure  12  feet,  weigh  10  lbs.:  measure  14  feet,  weigh  14 
lbs. ;  measure  15  feet,  weigh  16  lbs. ;  measure  16  feet,  weigh  lyl 
lbs. ;  measure  17  feet,  we^h  2oi  lbs. ;  measure  18  feet,  weigh  23  lbs. 
Piled-upOars  average  16  feet  long,  7  feet  high,  14  feet  wide,  say— 
150  oars  12  feet  long  @  12  lbs.  each  =  1,800  feet. 
200  oars  14  feet  long  „  14  lbs.  each  =  2.800  feet. 
300  oars  ts  feet  long  „  i6i  lbs.  each  =  4,500  feet. 
600  oars  16  feet  long  „  17I  lbs.  each  =  9,600  feet. 
400  oars  17  feet  long  „  20J  lbs.  each  =  6,800  feet. 
350  oars  18  feet  long  „  23  lbs.  each  =  6,300  feet 
Average  ton,  about  1,493  running  feet  =  2,240  lbs. 


OIL. 


OATS  in  bifi  m  mmk  lighter  tlian  most  grams ;  care  shaiM 
tie  taken  to  giw  iiienty  of  ventilation,  othemjae  tliey  ^ill  heat  and 
heoome  daniAged.  C^naidiaii  wad  Banish  Oats  are  heavier  than 
other  sorts.  (Sm  €ff»ltt4 

m  cwt.  of  oninary  hinck  of  oats  stow  in  80  feet 

^  cwt.  of  oats,  in  hags,  sbouM  stow  in  88  feet 

OATMBAL. — ^The  flour  of  oats.   Generally  packed  in  casks, 
bags,  or  barrels.   Stow  the  same  as  flour  or  other  dry  goods. 
8  sacks  of  meal  equal  one  ton. 

Bags  contain  122  to  128  lbs.  each,  and  measure  4  ft.  2  ins. 
Sacks  228  to  280  lbs.  each,  measure  K  it*  7  ms. 
20  cwt.  stow  in  about  65  feet. 

OCHRE.— Shipped  in  barrels  which  require  careful  handling. 
20  cwt  stow  in  50  feet. 

OUf  Issential  Oils  are  packed  hi  bottles  or  iron  droms^which  are 
huge  and  very  strongly  pcotect^ed  by  wood  on  the  outside.  Care 
aioiid  be  taken  not  to  stow  in  a^hold  where  tea,  flour,  <»r  other 
artic^  Mabie  to  damage  are  carried.  One  pint-bot^  ph^oed  in  the 
hold  will  spoil  an  entire  cargo  of  tea. 

Vegetable  oils  are  said  to  promote  spontaneous  combustion  if 
slowed  with  coir,  rags,  hemp,  cotton,  etc.  For  long  voyages  a  peat 
of  kftther  might  be  nailed  itcross  the  bungholes  of  casks ;  some 
iwommend  a  piece  ol  iron  hoop  instead  ol  kiUher.  Oil  should  never 
be  put  in  the  between  decks  with  general  cargo  bek>w,  bemg  at  all 
times  a  dangerous  and  uncertain  article,  where  other  goods  are 
concerned. 

An  old  experienced  ship-master  writes "  I  never  trust  oil 
packed  in  any  shape  or  form  among  dry  goods,  having  found  from 
experience  that  unless  it  is  well  stowed  in  the  bottom  of  the  ship,  and 
dear  of  all  other  articles,  one  is  sure  to  hear  of  some  damage,  for 
which  the  ship  has  to  pay." 

Cocoa-nut  and  Castor  Oils  are  often  shipped  from  India  in  second- 
hand casks  or  tins.  On  one  occasion,  when  objecting  to  a  shipment 
of  castor  oil  in  old  kerosene  packages,  at  Bombay,  the  shipper  said 
that  he  expected  a  loss  of  about  10  per  cent,  from  leakage  on  the 
voyage.  It  is  therefore  the  duty  of  the  ship 's  officers  to  note  clearly 
in  their  receipts  any  casks  or  cases  that  are  second-hand  or  inferior, 
to  prevent  claims  for  short  deUvery. 

In  stowing  the  lower  holds,  care  should  be  taken  to  put  as  little 
weight  of  other  cargo  over  case  oil  as  possible.  Oil  cargoes  do  not 
require  dunnage ;  in  fact,  they  stow  bett^  without  it.  Casks  are 


OILCAKE. 


stowed  bilge-and-cantline;  this  mode  can  be  adopted  when  economy 
of  i^iaoe  is  an  obf  ect.  Some  recommend  casks  to  be  dotdde-bedded 
anddoidite-qQoined,  asoilfttiOttt 
bed  Is  reoonmieiided  to  meet  this  liability.   {See  Qasks.) 

The  best  Olive  03  is  made  up  at  Ijc^mn  in  haH-diests  contain- 
ing 30  flasks,  of  two  gallons  nearly. 

Seville  Oil  is  packed  in  three  sizes:  pipes,  export  casks,  and 
quarter  casks. 

Oil  must  be  kept  at  a  distance  from  marble.  ^naU  parods  of  oil 
in  cases,  and  bottles  of  salad  oil  in  wooden  boxes,  ought  to  be  placed 
separately  and  apart  from  rough  goods.  Paraffin,  kerosene,  petro- 
leum, and  other  oils  considered  inflammable  should  be  approached 
with  care  by  anyone  having  a  light ;  in  fact,  lamps  or  other  lights 
should  never  be  allowed  where  it  is  bemg  worked  in  any  quantity, 
especially  in  the  holds  or  stcxe-rooms.  {See  Petroleum.) 

Fish  Oil  in  cases,  such  as  old  kerosene  tins,  etc.,  20  cwt.  stow  in 
about  55  to  60  feet. 

Barrel  of  Fish  Oil  weighs  445  lbs.,  and  measures  11  feet. 

Barrel  of  Lard  Oil  weighs  450  lbs.,  and  measures  11  feet  10  ins. 

Barrel  of  Lubricating  Oil  weighs  400  lbs.,  and  measures  11  ft. 

Lubricating  Oil  sent  to  India,  casks  1,442  lbs.,  measure  37  feet 
each.   20  cwt.  stow  in  60  feet. 

Five  barrels  of  sperm,  and  six  barreb  of  neatsfoot  oil,  one  ton  id 
2,240  lbs. 

One  ton  of  2,240  lbs.  oil  stows  in  60  cubic  feet  generally.  In 
casks,  20  cwt.  of  oil  manufactured  from  seeds  stow  in  66  feet 

Cases  of  oil  in  tins,  20  cwt.  should  stow  in  55  feet 

Baskets  containing  bottles,  20  cwt.  stow  in  96  feet 

Cases  of  bottles,  20  cwt.  should  stow  in  75  feet. 

Drums,  or  tins  of  oil,  20  cwt.  should  stow  in  49  feet. 

Large-sized  iron  drums,  4  cwt.  3  qrs.  7  lbs.  eadi,  measure  9  feet 
5  ins.  each.   20  cwt.  stow  in  40  feet. 

OIL-CAKE,  and  Poonac. — After  the  oil  has  been  extracted  from 
seeds,  the  material  remaining  is  pressed  into  Oil-Cake,  which  makes 
an  excellent  food  for  cattle,  and  is  largely  exported  from  seed- 
growing  countries  to  different  parts  of  the  world.  It  is  usually 
packed  in  bags  or  barrels.  Cake  in  bags  or  sacks  should  not  be 
stowed  where  bad  ventilation,  inherent  vice,  or  the  neighbourhood  of 
a  heating  cargo  will  cause  damage  to  the  oil-cake  or  other  goods  in 
the  same  hold. 

Rape-seed  cake  has  an  oily  smell,  looks  hard  and  dry  at  first,  but 


OILCLOTH. 


after  being  in  tht  ship  some  time  often  gets  mildewed  and  heated, 
cepedally  if  new.  Some  ship-masters  think  it  depmds  on  the  nature 
of  the  cake,  but  consider  it  generaUy  safe  to  stow  with  other  goods  if 
well  ventilated.  Turpentine,  tar^or  other  higWy^scented  articlea  ans 
said  to  render  oil-cake  unfit  for  use.   Pahnlst  cake  has  a  bad  odour, 

which  niight  cause  damage  to  other  goods  if  not  gnanW  against. 

New  York  bags  weigh  226  to  242  lbs.  mck,  and  measiiro  5  ft. 
o  ins.  to  6  feet. 

Barrels  weigh  237  lbs.  each. 

Nine  to  ten  barrels  of  oil-cake,  one  ton. 

Eglit  to  ten  sacks  of  oil-cake,  one  ton. 

One  ton  of  2,240  lbs.  of  oil-cake,  in  bags,  stows  in  about  46  oibic 
usee 

East  Indian  oil-cake,  in  bags,  20  cwt.  stow  in  60  feet. 

Mediterranean  cotton,  linseed,  ground-nnt;  and  other  cake,  20  cwt. 
stow  m  54  feet. 

Niger-seed  cake,  in  bags,  20  cwt.  stow  in  53  feet. 

Wmist-seed  cake,  in  bags,  20  cwt.  stow  in  about  56  feet. 

OIL-CLOTH,  Watprproogs,  MacMajaiii,  ate.— Artictes  of 
this  nature  should  be  kept  ina  part  of  the  vmd  where  they  can  be 
readily  got  at,  being  liable  to  spontaneous  combustion.  (See 
Dangeroiis  Goods,  Inodorous  Fait, 

OIL  PAPER  GOODS^-Chineae  lans,  nmbrdlas,  etc.,  ate  not 
very  infianiTnable  bnt  liable  to  spontaneous  combustion  con- 
^nently  mndi  caie  is  leqmied  in  stowing.  Rwdced  in  c^  or 
bales.  Sue  and  wdii^  imkras. 

OILING  THE  nA^The  use  of  oil  in  smoothing  the  breaking 
WW  is  not  quite  within  the  subject  of  this  wo*  it  is,  however  of 
so  mniii  importance  to  aaikxs  generally  that  a  few  words  may  not 
be  out  of  place ;  peillap  some  unbdieving  mariner  may  be  induced 
to  try  its  magical  elect  in  the  hour  of  need.  The  best  oil  for  this 
IMspose  is  undoubtedly  iah  oil;  other  kinds,  such  as  oUve  oil  have 
inni^  the  same  efe:t,  hot  are  not  so  reliable.  The  surest  mekns  of 
i^^icafoiis  throa^  a  pipe  on  tiie  weather  side,  such  as  a  W.C. 

Bags  may  also  be  hung  out  fore  and  aft  as  required,  but  to  be 
of  aervice  they  reqoiria  piickinf  ton  time  to  time. 

Hie   White  Star  "  steamen  enjoyed  carrying  cattle  from  New 

Y«t  imm  propeily  itted  pipes  from  the  engine-room  leading  over 

•adi  bow,  tiiroui^  wiidt  oil  is  antomatically  pumped  in  bad  weather. 

This  often  enables  them  to  cross  the  Atlantic  even  in  the  winter 

iMiitlls  with  tlieir  hatches  oi.  Bwry  ship,  and  each  boat  in  such 


OILING  THE  SEA.  169 

ship,  should  have  a  store  of  oil  and  canvas  bags  itted  in  their  place, 
ready  for  use  at  a  moment's  notice. 

The  foUowing  infonnatkm,  supplied  by  the  United  States  Metew- 
©logical  Department,  was  collected  and  verified  by  Mr.  Evmtt 
Hayden,  U.S.N.,  after  the  great  storm,  known  as  "  the  Bhzaani," 
off  that  coast,  March  iith  to  14th,  1888 

"  To  cross  a  bar  in  heavy  weather,  after  battening  down  all 
hatches,  etc.,  take  two  pieces  of  india-rubber  pipe  about  20  feet  loiig 
and  one  inch  in  diameter.  Put  these  through  the  hawse  pipes,  one 
on  each  side,  and  let  their  ends  trail  in  the  sea.  On  the  upper  end  Of 
each  piece  of  tube  lash  a  good-sized  funnel,  secure  it  to  a  stanchion, 
in  a  vertical  position,  and  station  a  man  at  each  with  a  three-galkm 
tin  of  colza  oil.  When  the  vessel  enters  the  outermost  sea  that 
breaks  on  the  bar,  let  each  man  gently  poor  the  oil  down  the  pipes. 
This  will  smooth  the  bar  immensely  and  your  vessel  will  steer  much 
better.  Ahnost  any  oil  of  animal  or  vegetable  origin  will  do,  but 
petroleum  is  not  of  much  service,  excepting  to  mix  with  and  thin 
the  other  if  necessary. 

'*  When  lying-to  in  a  gale;  head  to  wind  and  drifting  stowiy,  a  little 
oil  bag  hung  over  the  weather  side,  or  oil  poured  down  a  pipe  well 
forward,  is  of  great  service  in  preventing  the  sea  from  breaking 
aboard.  To  round-to,  prepare  a  sea  anchor,  watch  for  a  smooth 
spell  and  then  put  the  hehn  down,  heave  overboard  a  few  galkms  of 
oil  and  float  the  sea  anchor.  Keep  pouring  the  oil  on  the  sea,  down 
a  weather  pipe  or  scupper,  while  the  ship  is  oon^  iq>  to  the 
'wind. 

"  A  weU-equipped  saiUng  ship,  even  if  deeply  laden,  will  lie-to 
under  a  closely-reefed  topsail,  or  tarpaulin  in  the  riggmg,  and  weather 
ahnost  any  gale  so  long  as  she  is  not  taken  aback.  Sailing  vessds 
under  these  circumstances  nowadays  often  use  an  oil  bag  paid  out  to 
windward  to  smooth  the  sea  still  more.  This  is  the  ideal  position  of 
a  laden  vessel  in  a  dangerous  storm.  Whils  t  towing  a  disabled  slii|i 
over  a  bar,  or  where  the  sea  is  very  wicked,  a  ixmph  of  oil  bags  over 
the  stem  will  ease  the  sea  on  the  tow. 

"  In  a  good  steamer,  to  take  a  shipwrecked  crew  off  a  wreck,  run  to 
windward  of  the  wreck,  lower  the  lee  boat,  put  your  vessel  head  to 
sea  and  dead  to  windward,  and  let  the  boat  drop  down  towards  the 
wrecks  veering  out  on  the  line,  and  constantly  pouring  considerable 
oil  into  the  sea,  which  will  keep  the  sea  smooth  between  your  ship 
and  the  wreck.  In  using  dl  bags  in  heavy  weather  they  should  be 
weighted  if  hung  over  the  side,  in  order  to  keep  them  down.  When 
scudding  it  is  best  to  pour  the  oU  down  the  oloeet  pipes." 


OILING  THE  SEA. 


Great  Storm  off  tb£  Atlantic  Coast. 
Nav  York  plot-lMMit  "  CHiiUES  H.  Mjhsiiall (Na  3)  and 

lilllB*  ..yCaoCIa* 

(Rqiort  iwniniiiiicatei  iijr  Butt-loeqier  Boliiiisoii,  on  behalf  of  the 
pilots  of  No^  3.) 

Match  lolA,  x88&— "  Left  Staten  Island  on  a  cndse  to  the  soath- 
iiavd,  modciate  bnoe  fnnn  the  E.N.E.,  vUch  continued  all  day ; 
7  pjn,  hove  to.  with  the  Hfpind  Light  In  sight,  bearing  N.N.W. 
distant  zS  nlks ;  8  p.ni.  the  wind  began  to  increase  and  it  com- 
menoed  to  lain ;  dooiil^mied.the  sails  and  lay  hove-to  all  night. 
On  the  zxthy  as  the  weather  looked  threatening,  two  more  reefs  were 
put  in  the  sails  and  the  sdiooner  was  headed  to  the  northward, 
intending  to  ran  into  port  for  shelter.  Dnrin^  the  afternoon  the 
mtitxt  mcieaseci  to  a  strong  gale  ami  sail  was  reonceci  still  iiurcaer. 
When  aboat  x8  nules  SJE.  from  the  li^^tdnp  a  dense  log  shut  vi,  and 
It  was  deciiieci  to  remam  outside  ana  iMia  out  tne  stoixn. 

"  The  wind  hanled  to  the  eastward  toward  midnid^ ;  at  3  a.ni.  it 
looked  so  threatening  in  the  N;W.  that  a  fonfthxeef  was  taken  in  the 
•mainsail,  and  the  foiesail  was  txeble-reefed.  In  half  an  hoar  the 
wind  died  out  ccMnpletely.  and  the  vessd  lay  in  the  trough  dt  a  heavy 
sea  that  was  threatening  ewiy  moment  to  engulf  her.  She  was  then 
about  twdve  mUes  E.S.E.  from  Sandy  Hook  lightship.  In  twenty 
mimttes  the  gale  strnck  her  with  such  force  from  N.W.  that  she  was 
tittown  on  her  beam  end&  She  instantly  righted  again,  however,  bat 
in  two  hours  was  so  covered  with  ice  that  she  looked  like  a  small 

"  %  8  a.m.  the  wind  had  increased  to  a  Imticane,  the  little  vessel 
pitching  and  tossing  in  a  terrific  cross-sea,  and  only  by  the  wiited 
eJbrts  of  the  entire,  crew  was  it  possible  to  partially  lower  and  la^ 
down  the  foresail  and  f ocestaysaiL  No  one  but  those  on  board  can 
realise  the  danger  ^  was  in  ton  the  huge  lM:eaking  seas  that  rolled 
down  npon  her.  The  snow  and  rain  came  with  soch  force  that  it  was 
impossible  to  look  to  windward,  and  the  vessel  was  lying  broadside 
to  windand  sea.  A  drag  was  r^ged  with  a  heavy  qiar,  anchor  and 
hawser,  to  keep  her  head  to  sea  and  break  the  force  of  the  waves, 
bat  it  had  Mttle  elect,  and  it  was  evident  that  something  most  be 
done  to  save  the  vesseL 

"  Three  oi  bags  were  made  of  dock,  half  illed  with  oal^  satn- 
rnted  with  oi,  and  hong  over  the  side  focwaid,  amiiships,  and  on 
the  weather  qnarter.  It  is  admitted  that  this  is  what  saved  the 
vessel  and  ^  ives  of  alon  boaid,  for  the  oil  prevmted  the  seas  from 


OILING  THE  SEA.  171 

Iweaking,  and  they  swept  past  as  heavy  rolling  swells.  Another 
drag  was  rigged  and  launched,  although  not  without  great  exertion 
and  danger,  and  tins  helped  a  little.  Iron  bolts  had  to  be  put  in  the 
oil  bags  to  l^p  them  in  the  water ;  and  there  the  little  vessel  lay, 
fighting  for  life  agahist  the  storm,  refilling  the  oil  bags  every  half 
hour,  and  fearing  every  instant  that  some  passing  vessel  would 
run  her  down,  as  it  was.  impossible  to  see  a  hundred  feet  in  any 
direction.  The  boat  looked  like  a  wreck ;  she  was  covered  with  ice 
and  it  seemed  impossible  for  her  to  remain  afloat  until  daylight 
The  oil  bags  were  refdenlshed  every  half-hour  during  the  night^  all 
hands  taking  tam-aboot  to  go  on  deck  and  fill  them,  crawling  along 
the  deck  (m  hands  and  knees  and  secured  with  a  rope  in  case  of  being 
washed  overboard.  Just  before  midnight  a  heavj^  sea  struck  the 
boat  and  sent  her  over  on  her  side ;  everything  movable  was  thrown 
to  leeward,  and  the  water  rushed  down  the  forward  hatch.  But 
again  she  righted,  and  the  fight  went  on.  The  morning  of  the  13th 
it  was  still  blowing  with  hurricane  force,  the  wind  shrieking  past  in 
terrific  squalls.  It  cleared  up  a  little  toward  evening,  and  she  wore 
arodikd  to  the  northward  and  eastward,  but  not  without  having  her 
deck  swept  by  a  heavy  sea. 

.  "  It  moderated  and  cleared  up  the  next  day,  and  after  five  honrs' 
hard  work  the  vessd  was  cleared  of  ice  and  sail  set  for  home.  She 
had  been  driven  100  miles  before  the  storm,  fighting  every  inch  of 
the  way ;  her  crew,  without  a  chance  to  sleep,  frost-bitten,  clothes 
drendled  and  no  dry  ones  to  pat  on,  food  and  fad  giving  oat,  brought 
her  back  to  her  station  on  the  bar  as  asaal. 

"  In  the  ^qierience  of  the  yacht '  Iroquois,'  off  Henlopen,  the 
special  feature  <^  the  report  recdved  from  her  sailing  master.  Captain 
Norton,  is  that  rdating  to  the  use  of  oiL  At  i  a.m.  on  the  Z2th  idien 
it  was  blowing  a  most  terrific  gale,  he  found  the  vessd  was  making 
too  mnch  headway  for  safety ;  he  took  in  the  reefed  forestaysail  and 
f oietrysal,  and  pat  over  a  patent  sea^,  but  the  hawser  carried 
away  and  he  lost  it. 

"  He  then  thought  of  a  case  o!  oQ  on  board,  containing  four 
5-gallon  cans ;  made  three  bags  of  No.  5  cotton,  large  enough  to  hold 
about  two  gallons  apiece ;  put  two  quarts  in  each,  and  hung  them 
over  the  weather  bow,  but  the  oil  congealed  and  would  not  run  oat 
through  holes  he  had  made  with  a  safl-needle.  Then  tried  the  ml 
throagfa  the  pipes  the  doset  in  the  forecastle,  near  the  bow,  put- 
ting a  few  taUespoonfuls  in  the  bowl  and  then  pumping  it  out.  It 
was  truly  wondkfal  to  see  the  effect  it  had  on  the  sea.  A  hnge 
combar  would  come  down  upon  the  vessd,  threatening  to  bury  her 


ip  OILING  THE  SSA. 

20  feet  deep.  The  comb  would  strike  a  patch  of  oil  no  larger  than  a 
crnnmon  dining-table,  and  in  an  instant  the  top  of  the  sea  was 
smooth  and  round,  without  even  a  wind  ripple,  and  the  litDe 
ichooncr  would  pop  up  on  top  of  it  as  easy  as  a  gull.  He  stood  On 
more  than  an  hour  watching  the  effect  and  then  went  bdofw, 
Hiilig  that  so  far  as  breaking  waves  were  concerned  he  was  perfectly 
as  long  as  the  oil  held  out 

*•  The  oil  used  in  this  case  was  a  soft,  greasy  oil,  which  he  thinks  is 
the  bfst.  The  yacht  rode  out  the  storm  in  perfect  safety,  without 
may  damage,  although  both  topmasts  were  up  and  jib-boom  out. 
Used  fifteen  gallons  of  oil  in  thirty-six  hours.  Captain  Norton  had 
followed  the  sea  for  thirty  years,  seventeen  of  them  as  master,  but 
never  experienced  a  worse  gale  than  this." 

Captam  Trim,  of  the  American  schooner  "  Isaac  Orbeton,"  was 
caught  in  the  huiiicane  off  Absecon  ;  foresail  blown  away  ;  sea  very 
high  and  irregular ;  rain,  sleet,  and  snow ;  wind  from  W.N.W.  The 
vessel  was  heavily  laden  with  sugar,  and  Captain  Trim  hove-to  and 
prepared  to  use  oil  to  prevent  the  sea  from  breaking  over  her. 
Rj^ed  six  oil  bags,  as  follows : — From  the  weather  cat-head,  from 
each  weather  chain,  on  the  boat  davits,  and  on  a  buoy  to  windward 
(a  heavy  piece  of  timber  secured  to  the  vessel  by  a  lanyard)  ;  filled 
the  bags  with  oakum,  pricking  the  canvas  weU  with  a  sail-needle,  and 
used  equal  parts  of  fish  oil  and  kerosene,  refilUng  the  bags  about 
every  two  hours.  No  water  came  on  board  during  the  thirty  hours 
the  oil  was  used.  The  vessel  was  very  deep  and  must  otherwise 
have  been  greatly  damaged  by  the  heavy  seas,  which,  though  very 
high  and  inegnlar,  were  reduced  by  the  oil  to  long  roUing  swells. 
Me  had  never  tried  the  experiment  before,  but  regards  the  use  of  oil 
as  a  most  valuable  thing  the  bags  are  attended  to  and  not  allowed 
to  get  empty.    Used  about  lo,  gallons  each  of  fish  oil  and  kerosene. 

Captain  Falker,  of  the  **  Messenger,"  made  use  of  oil  for  the  first 
Jime  in  this  storm.  He  was  thoroughly  converted  and  is  now  a  firm 
jMiever  in  the  great  advantages  to  be  gained.  Not  having  any 
tegular  appliances,  he  piit  a  can  of  porpoise  oil,  with  a  small  hole  in 
the  bottom  for  the  oil  to  drip  through,  in  the  after  closet,  thus 
allowing  the  oil  to  drip  slowly  into  the  sea.  The  result  was  astonish- 
ing. The  oil  cut  the  combers  completely  from  the  running  seas,  and 
made  the  water  so  smooth  about  the  vessel  that  little  or  no  water 
came  on  board.  The  vessel  was  hove-to  for  hfty-two  hours  and 
mly  fiipe  gallons  of  oil  expended. 

lina%». Captain  Meyer,  of  the  "Johanna/'  ynhrn  he  found  it 


OILING  THE  SEA— OPIUM. 


m 


necessary  to  abandon  his  vessel,  in  a  sinking  condition,  was  lying-to 
on  the  starboard  tack,  a  strong  north-west  gale  blowing,  the  seas 
running  very  high  and  breaking.  The  German  barge  "  Weses  "  lan 
down  to  leeward  and  hove-to.  Got  two  boats  ready,  hove  two  cans 
of  rape-seed  oil  over  to  windward,  punctured  so  that  the  oil  could  run 
out,  and  manned  the  boats,  each  of  which  was'saj^ed  with  fish  oil 
in  cans.  Pulled  to  the  Weser/'  all  the  time  pouring  oil  over  the 
stem  of  the  boats.  The  boats  were  half-full  of  water  when  they  got 
alongside,  but  they  would  never  have  reached  her  at  all  had  they  not 
iisedotL 

A  recent  case  is  that  of  the  SS.  **  Volturno,"  which  was  destroyed 
by  fire  in  mid-Atlantic  during  heavy  weather  on  October  9th,  19 13, 
whilst  on  a  passage  from  Rotterdam  to  New  York,,  having  on  board 
in  all  654  persons,  passengers  and  crew. 

The  fire  started  forward  and  made  such  rapid  headway  that  it  was 
thought  advisable  to  launch  the  boats.  The  sea  was  so  heavy  that 
the  attempt  met  with  disaster  and  cons'derable  loss  of  Ufe.  The 
SS.  "  Carmania  "  then  came  up  in  response  to  the  wireless  calls  for 
assistance,  and  succeeded  in  launching  a  boat  safely,  but  it  failed 
to  reach  the  "  Volturno  "  and  had  great  difficulty  in  returning. 
Several  other  steamers  arrived  on  the  scene,  but  the  sea  was  so 
heavy  that  their  attempts  at  rescue  were  imavaiUng.  Then 
fortunately  the  oil-tank  steamer  "  Narragansett,"  loaded  with 
lubricating  oil,  came  to  the  rescue,  and,  steaming  rbund  the  "  Vol- 
turno," pumped  oil  on  to  the  water,  which  had  a  marvellous  effect 
in  smoothing  the  sea,  thus  enabUng  the  waiting  steamers  to  effect 
the  rescue  of  the  remaining  people  on  board ;  520  lives  in  all  were 
saved. 

Such  accounts  need  little  or  no  comment.  The  mere  pubhcation 
of  the  facts  is  enough  to  convince  anyone. 

OLIVES.— In  casks,  should  be  treated  as  moist  goods.  Cases 
containing  bottles  average  220  lbs.  each. 
20  cwt.  stow  in  about  68  feet. 

ONIONS^^Iases,  20  cwt.  stow  in  7S  feet.  Bags,  20  cwt.  shoukl 
stow  in  75  feet.  (See  Fruit.) 

OPIUM4— This  drug  is  mentioned  by  Pyres,  a  writer  In  the  eatly 
part  of  the  sixteoith  century,  as  a  jwoduct  d  the  Kingdom  of  Cooch 
Behar,  in  Boigal,  and  lisiiwa.  Its  introduction  iirbo  Qiina  is 
asaibed  to  the  Arabs,  during  the  leign  of  TaHsa,i28o-X996.  Long 
before  the  Indian  drug  waseiqiorled  to  China  the  indlge^ 


OPIUM. 


In  India  the  spread  of  Islam  appears  to  have  been  connected 
with  the  cultivation  of  the  poppy,  which  is  mentioned  as  a  staple 
crop  in  some  of  the  writings  of  the  sixteenth  century,  and  we  know 
that  dming  the  ascendancy  of  the  Moguls  the  manufactiu-e  of  opium 
was  an  Imperial  monopoly,  farmed  out  year  by  year  at  a  just  rent. 
This  monopoly  seems  to  have  fallen  into  abeyance  with  the  decline  of 
the  Mogul  power,  and  we  find  the  trade  in  the  early  part  of  the 
eighteenth  century  unrestricted  and  in  the  hands  of  a  body  of  native 
merchants  at  Patna,  who  advanced  money  to  the  ryots  of  Behar  for 
the  cultivation  ol  the  plant  and  the  produce  therefrom,  selling  the 
latter  for  export  to  the  local  representative  of  the  different  European 
trading  companies.  The  history  of  the  traffic  during  the  following 
fifty  or  sixty  years  is  a  series  of  violent  fluctuations,  the  tendency  of 
which  appears  to  have  been  towards  the  adulteration  of  the  drug,  and 
its  deterioration  in  the  market.  The  trade  became,  in  fact,  tho- 
roughly disorganised,  and  after  the  English  had,  through  the  victory 
oi  Give  at  Plassey,  gained  the  sovereignty  of  Bengal,  the  problem 
Wts  solved  and  all  difficulties  put  an  end  to  by  Warren  Hastings, 
who,  in  1773,  as  Governor  of  Bengal,  revived  the  monopoly  and 
assumed  it  on  behalf  of  the  East  India  Company. 

Hie  revenue  derived  from  the  opum  exported  from  India  is  levied 
in  two  ways.  In  Bengal  the  drug  is  manufactured  in  state  lapctoiies 
inMii  the  poppy  cultivated  under  the  supervision  of  the  Government 
and  it  is  eventually  sold  at  Calcutta  on  account  of  the  State  to  mer- 
chants who  export  it  chiefly  to  China.  On  the  other  side  of  India, 
however,  opium  is  produced  by  private  enterprise,  froiti  plants  grown 
ill  native  states,  and  the  revenue  is  raised  by  means  of  an  export 
dtttf  levied  upon  it  by  the  Government. 

China  isnof  dependent  upon  India  for  the  sup{dy  of  the  drug  con- 
sumed by  the  masses  in  that  country  ;  a  sinj^  province  ol  the 
Celestial  Empire  produces  annually  more  qiium,  although  df  an 
Inlerior  quality,  than  the  whole  of  India  in  the  most  fmspmm  of 
Seasons.  India^f.  however,  places  in  the  marloet  the  luxury  ol  a 
si^ierior  and  ea^Knsive  article  ^idiich  is  much  appreciated,  and  pur- 
ctesed  by  the  ckher  classes  through  the  usual  commerdal  chaimds. 

The  halls  or  lumps  of  opium  are  packed  in  Hned  cases  covered  with 
gunnie,  carefully  marled  and  numbered  m  the  outside.  The 
greatest  care  shouM  be  talcen  both  in  receiving,  stowing,  and  ddiver- 
ing  this  article ;  it  is  decidedly  one  of  the  most  valual^  that  seamen 
have  to  deal  wilh.  Each  case  should  be  duly  examined,  the  outside 
covering*  seals,  marks  and  numbers,  etc.,  not»d4icywn  In  a  taEy  book. 


OPIUM—ORES, 


175 


If  the  seals  are  not  intact  the  contents  have  probably^been  tampered 
with,  in  which  case  the  packages  should  be  returned  to  the  shipper  at 
once.  A  careful  tally  should  be  taken  by  an  officer  in  charge  of  the 
hatch,  and  another  officer  or  responsible  person  should  be  in  the  hold 
with  tibe  cases  while  the  coolies  are  worldng  there.  Natives  abroad 
wiU  broach  and  steal  the  opium  if  they  get  the  least  opportunity  of 
dding  so  unobserved. 

Vessels  carrying  opium  between  the  Persian  Gulf  and  China  are 
lia^e  to  be  seized  and  charged  a  royalty  or  duty  if  they  call  at  an 
Indian  port  en  route.  Opium  cannot  be  taken  via  such  ports  with- 
out payment  of  the  usual  dues,  which  are  very  heavy.  Masters  with 
even  a  chest  of  opium  on  board  should  make  full  enquiries  before 
entering  any  Indian  port,  even  for  coal  or  provisions,  whilst  working 
to  China. 

Chests  of  Opium  3  ft.  i  in.  by  2  ft.  3  ins.  by  i  ft.  3  ins.  measure 
8  ft.  8  ins.  and  weigh  208  lbs.  each.   20  cwt.  should  stow  in  96  feet. 
Freight  usually  at  per  chest. 

ORGHILLA  WEED.— Shipped  in  bales  of  various  sizes  and 
weight  Damp  or  moist  goods  wiU  damage  this  article. 

ORSS«— Ships  loading  cargo  of  this.naturo  often  have  propedy 
constructed  trunkways,  wludi  rdieve  any  undue  pressure  b^ow, 
and  tend  to  make  the  vessd  easy  in  a  seaway.  The  bulk  of  weight 
should  in  aU  cases  be  kept  amidships. 

The  SS.  "  Okingham,"  1,321  tons  net  register,  loaded  2,600  tons 
of  ore  at  Benisaf ,  Mediterranean.  The  stuff  resembled  dark  heav^ 
sand.  The  lidds  were  protected  as  for  grain  cargoes  in  bHiii 
Captain  Thomas  says :  "  I  put  about  200  tons  in  No.  i  hold,  400  in 
No.  4,  and  the  balance  was  then  i»led  up  in  Nos.  2  and  3.  The 
vessel  was  fitted  with  shifting  boards,  but  no  trunkway  or  platform. 
She  was  loaded  to  her  marks,  and  proved  easy  in  a  seaway." 

Spanish  and  American  ores  are  heavier  than  Mediterranean,  and 
should  be  kept  higher  in  the  middle  if  po^ible.  Some  ores  are  said 
to  be  liable  to  spontaneous  combusrion*  Articles  of  a  dry  and  perish- 
able nature  should  not  be  stowed  near  ores  likely  to  damage  them. 

Silver  ore  is  generally  packed  in  bags  of  from  90  to  100  lbs.  each. 
It  is  also  carried  in  bulk  from  Port  Pirie,  Australia. 

ORRIS  ROOT.— 20  cwt.  stows  in  80  feet. 

O YSTERS^hipped  in  bags  and  barrels  «eighii^  about  263  lbs. 
^ni  iiiiisariiig  about  6  ft.  6  ins.  each.  They  dioidd  be  carried  in  a 
cod  part  of  the  sMp,  or  mi  the  ui^  deidc  in  the  open  air  if  possible^ 


PAINTS-^PEPPER. 


and  looM  ujioii  41s  penshable  aiticies.  Tbey  shoaM  never  he 
9imM  among  diy  goods. 
10  liaivds  of  oyvleis,  one  ton  (ao  cwt.).  stow  in  about  60  feet. 

PADDY.— Mce  with  the  husk  on,  as  it  comes  from  the  paddy 
fields.   (See  Rice.) 

PAINTS.— Tins  or  kegs  containing  paints  should  receive  much 
care  and  attention  in  stowing  on  end,  being  easily  damaged  by  other 
goods  in  bad  weather  at  sea.  When  any  quantity  is  to  be  carried  a 
space  should  be  set  apart  in  the  between  decks,  and  each  height 
should  be  well  blocked  off  to  prevent  it  shifting.  Articles  of  this 
kind  stowed  among  general  cargo  should  not  be  subject  to  outside 
fwessure.  or  the  heads  will  burst,  and  the  contents  be  lost  or  damaged. 

my  cwt.  of  lead  paint,  in  tins,  should  stow  in  about  16  feet. 

20  cwt.  of  lead  paint,  in  kegs,  stow  in  20  feet. 

20  cwt.  of  oxide  and  other  sorts,  in  tins,  shoiiki  stow  in  16  feet. 

20  cwt.  of  zinc-white  stow  in  16  feet. 

White  Lead  in  tins  of  28  lbs.  each,  80  tins  equal  one  ton  weight, 
measured  on  deck  26  ins.  by  32  ins.  by  32  ins.,  stowed  in  15  ft.  5  ins. 
led  oxide,  and  green  paint/ 20  cwt.  stow  in     ft.  10  ins. 

PAOfLBAf  fAHSd— In  cases,  7  to  10  feet.  To  be  kept  dry. 
.  PAPlRi^-Over  fifty  kinds  of  bark  besides  wood-pulp,  rags,  and 
frais  mt  mm  used  in  the  mannlactare  of  paper.  Even  banana  skins, 
fca-liaiilm,  coooa-nut  fibre,  hay,  straw,  weeds,  leaves,  shavings, 
ootn-liusks,  and  ho|>-l»ne  are  used  for  the  same  purpose.  {See 
Booka.) 

Paper,  in  rolls,  shipped  to  Bombay  from  Liverpool.   One  roll 
27  ins.  by  20  ins.  by  ao  ins.     6  ft.  3  ins.,  weight  117  lbs. 
20  cwt.  stow  in  120  feet. 

PATCHOULI.— A  perennial  herb  found  in  the  East  and  from 
which  a  powerful  scent  is  extracted.  The  odour  is  pungent,  f^wfii^ 
damage  to  articles  such  as  tea,  flour,  etc.,  when  stowed  near. 

P£AS.~In  bags,  20  cwt.  stow  in  50  feet.  {See  Grain.) 

PBA-IiUTS.'— In  bags  wd^iing  aboat  IQ5  lbs.,  and  measiuing 
7  It.  6  ins.  each. 

PEPPER.  Piiiiiliit  Allspice,  Jamaica  Pepper,  etc.— From 
andent  writexs  we  kam  that  pepper  was  held  in  high  esteem,  and 
for  a  long  time  was  considered  one  of  the  most  costly  of  spices.  At 
praent  itisa  necessary  of  daily  use  and  forms  a  valuable  article  of 
cQumwm,  Hie  taini  pepper  is  applied  to  numerous  vegetai>fe 


PEPPER— PETROLEUM. 


177 


products,  such  as  bird  pepper,  bell  pepper,  etc.  The  most  im- 
portant, however,  is  that  which  yields  the  househdd  condiment. 

Pepper  sweats  very  much  at  times  and  gives  off  pungent  fumes  ; 
it  should  therefore  be  kept  well  ventilated.  It  should  be  stowed 
with  dry  articles,  but  not  amongst  such  as  wouM  be  damaged  by 
contact  with  it. 

When  loading  or  discharging  single  bags,  not  more  than  six  shoukl 
be  put  in  a  sUng  at  one  time,  or  they  will  burst,  and  the  damage  and 
loss  fall  on  the  ship. 

It  is  generally  shipped  in  double  bags  of  100  lbs.  each. 

20  cwt.  ill  bags  stow  in  about  80  leet. 

PBPPKRMlNT.~€ases  weigh  79  lbs.,  measure  3  ft.  2  ins.  each. 
One  ton,  20  cwt.,  stows  in  about  70  cuWc  feet. 

PEPPERMINT  FLOUR.— From  China.    Put  up  in  tins  or 

bottles  packed  in  wooden  cases  measuring  7  to  8  cubic  feet. 
Weight  half-picul  net.  Value,  from  $300  to  $700  per  picul. 
Stowage  required  in  a  cool  dry  place,  being  melted  by  heat. 

PERFUMKY.~The  ordinary  perfumes  of  commerce  are  sundry 
bouqn^  or  mixed  scents  prepared  by  compounding  varioos 
eaames,  or  essential  mis,  etc.  Packed  in  small  cases,  Miiich  require 
to  be  carefoUy  stowed  in  a  safe  place. 

Average  wd^^t  40  cases  was  329  lbs.,  and  measured  ii  ft. 
4  ins.  each. 

20  cwt  shooM  stow  in  80  feet  (uncertain).  {See  EaaeatM  Qfla.) 

PimOLEUM. — A  brown  liquid  bitumen  found  in  many  parts 
of  the  world,  and,  when  refined,  used  for  hghting  and  other  purposes. 
It  is  a  question  whether  the  demand  for  this  article  will  not  eventu- 
aiy  exceed  the  supply.  Within  recent  years  it  has  been  brought  into 
daily  use  by  ahnost  all  nations  in  the  world.  In  1909  the  United 
States  produced  about  7,500,000,000  gallons,  and  Russia  about 
4,000,000,000,  these  being  the  largest  oil-producing  countries. 

The  petroleum  trade  of  the  world  of  late  years  has  been  character- 
ised by  a  great  development  of  the  system  of  transport  in  bulk,  and 
by  the  introduction  of  tank  v^sels,  built  and  fitted  expre  sly  for  the 
triMie.  Sailors  are  now  called  upon  to  carry  t housands  of  t  ons  across 
the  ocean  in  one  shipment,  and,  as  much  has  yet  to  be  learned  in 
regard  to  the  business,  it  is  highly  necessary  that  every  precaution 
that  experience  and  common  sense  can  dictate  should  be  brought 
to  bear  in  warding  off  and  reducing  the  dangers  incidental  to  the 
traffic 

Stowage.  n 


FiTROL£Ull. 


Hmt  tlim  is  a  seiious  element  of  risk  in  transportiiig  sadi  an 

hMmtmtm^  artiriii  k  ft  lai^t  tiMit  has  madft  ilaiif  appaiiMll  feom  time 

to  time  bf  tenible  diaasteis  and  loss  of  Mle. 

Tim  odour  imm  oils  of  tiiis  nature  wiU  damage  any  article  liable 
to  be  Imiiiegnated  bv      ¥eMls  aboaM  be  thotoiiiPy 

Sailing  vessels  cairy  about  6|  round  bends*  or  say  8  payable 
bands  of  40  Ameiican  pUons  to  tlie  net  ton  register. 

€mm  OiL--S«iling  sliii»  should  cany,  of  China  and  Japan  cases, 
about  39  to  the  register  ton ;  oi  Java  cases,  say  about  32  to  35  per 
tmi  legbter.  Each  cane  contains  tivo  tins  of  5  American  gallons 


RULES  FOR  STOWAGE  OF  PETROLEUM  IN 
AMERICAN  PORTS. 

Owners,  masters,  or  agents  of  vessels  loading  Petroleum  and  its 
products  are  required  to  observe  the  following  rules  in  preparing  and 
loading  their  vessels  in  order  to  obtain  a  certificate  from  the  Sur- 
veyors appointed  by  the  Board  of  Marine  Underv/riters  : — 

1st.— Vessels  with  cabin  or  forecastle  entirely  under  deck  will  not 
be  permitted  to  load  naphtha,  benzine,  or  ^arits  of  petroleum  under 
inspection. 

2nd.— Ballast  must  be  of  stone,  shingle,  or  dross.  All  vessels 
intended  to  load  petroleum,  and  before  taking  in  any  oil,  must  be 
sufficiently  stiff  to  change  berths  in  all  kinds  of  weather  when  tugs 
can  safely  tow  them.  Ballast  of  any  description  must  be  covered 
with  boards,  and  the  barrels  kept  clear  in  the  wings,  or  where 
ballast  is  trinuned  against  them,  by  boards  or  planks. 

jui. — Stowage. — All  barrels  and  cases  must  be  stowed  in  straight 
tiers,  fore-and-aft ;  in  no  case  will  it  be  permitted  to  stow  with  the 
sheer  of  the  vessels  (rounded  off)  ;  all  breakages  must  be  made 
pedectly  soUd  with  ballast  (cased  in)  or  suitable  dunnage  wood  ;  no 
banging  beds  will  be  permitted  under  any  circumstances ;  the 
bands  must  be  stowed  bilge-and-cantline,  and  every  barrel  properly 
bedded  and  well  chocked.  In  the  ground  tier,  each  barrel  must  rest 
on  two  soft  wood  beds,  of  about  2  in.  thickness,  placed  by  the 
quarter  hoops,  leaving  the  bilge  of  the  barrel  about  one  inch  free.  No 
banels  to  be  stowed  athwartship  without  special  permission  of  the 
Injector,  and  in  no  case  will  it  be  permitted  where  the  barrel  is 
subject  to  any  pressure. 


PETROLEUlt 


m 


4th,— Single  deck  /oze^^r  ieoiws.— Single  deck  vessels  with  be- 
tween-deck  beams  not  Inore  than  8  feet  apart  from  centre  to  centre 
taking,  six  heights  of  barrels,  must  lay  a  temporary  between-deck, 
wth  3-indi  planks,  not  less  than  9  inches  in  width,  directly  under  the 
bilge  of  the  barrds  fore-and-aft ;  planks  to  be  securely  blocked  from 
side  to  side  ;  if  the  beams  are  closer  than  8  feet,  then  2  or  2  J  inches, 
laid  dose  together  on  the  beams,  may  be  used,  to  be  secured  from 
side  to  side.  Where  the  beams  are  further  apart  than  8  feet,  heavier 
materials  in  proportion  must  be  used,  aU  to  be  regulated'  by  the 
Inspector.  A  standiion.  well  secured  at  both  ends,  must  be  under 
eadi  between-^eck  beam.  Vessds  with  between-deck  beams,  if  over 
13  feet  hold,  loading  ml  in  cases,  will  also  be  required  to  lay  a 
between-deck  of  planks  as  above.  * 

5th.— Fe}f/i/a<ioii.— AM  vessels  loading  barrels,  or  cases,  especially 
those,  amtahung.  erode  <m1.  benzine,  gasoline,  naphtha,  or  spirits  of 
petroleum,  nmst.be  ventilated  through  the  hatches,  unless  akeady 
itted  with  suitable  permanent  ventilators,  fore-and-aft.  to  be 
approved  by  the  Inspector.    (See  Naphtha,  etc.) 

The  steamer  "  Fergusons,"  of  Ifidcilesbrough,  built  at  Sunder- 
land in  1880  as  a  single^eck  vessd,  but  with  one  tier  of  beams, 
n^gistcred  tonnage  973  tons.  In  1885  ber  owners  detennined  t<i 
devote  her  to  the  petroleum  trade,  and  accordingly  32  fixed  tanks 
were  fitted  in  her  holds,  in  addi^  to  4  regulating  tanks.  There 
was  a  gangway  between  the  tanks  to  enable  a  man  to  pass  between 
and  attend  to  the  cocks.  All  the  tanks  were  connected  with  each 
other  by  means  of  pipes  and  codes,  and  the  oil  was  discharged 

i^ougb  pipes  kadiiig  from  the  tanks  into  a  general  dischar^ 
They  were  filled  and  emptied  by  means  of  two  donkey-pumps  placed 
on  the  npper  deck,  one  just  forwaid  of  the  bridge  and  the  other  of 
the  poop,  the  steam  iia  these  engines  bemg  supplied  ton  the  main 
boilers,  for  th^  could  not  be  supplied  froin  tiie  share.  There  were 
man-holes  in  eadi  tank,  and  ventUators  appear  to  have  been  fitted  to 
both  holds.  The  vessd  was  lighted  throughout  by  dectridty,  there 
bemg  28  fixed  Edison-Swan  incandescent  lamps  of  z6  to  20  candle^ 
power  each  and  11  stations  m  the  ship. 

At  Batoum  the  vessd  h)aded  a  caigo  of  dMiUed  oil.  and  proceeded ; 
with  it  to  Trieste,  where  it  was  discharged  The  tanks  were  then 
cleaned  out,  and  she  imxreeded  in  ballast  t&  FfaQaddphia.  At 
Philaddphia  the  vessd  loaded  a  cargo  of  crude  petioleam  ifor  Rouen 
Uiis  being  the  first  time  she  had  taken  a  caigo  of  this  description' 
No  fires  excq>t  the  stokdiold  and  galley  were  aUawed  during  the 


PETROLEUM. 


voyage,  and  eventually  she  arrived  safely  at  Rouen.  During  the 
voyage  the  vapour  from  the  oil  was  described  by  the  chief  officer  as 
b^ig  so  powerful  that  it  made  him  feel  sick  and  dizzy,  and  that  five 
or  six  minutes  was.the  longest  time  he  could  remain  in  the  hold,  not- 
withstanding that  the  ventilators  were  open  and  the  man-hole  covers 
off  the  hatches  nearly  the  whole  of  the  voyage.  He  also  stated  that 
there  were  signs  of  weeping  and  leaking  from  some  of  the  tanks.  The 
vessel  commenced  to  discharge  at  Rouen  on  the  14th  December, 
1887,  steam  being  supplied  from  the  shore  for  the  donkey  engines 
and  dynamo,  and  no  fires,  naked  lights,  or  smoking  were  allowed  on 
board  dming  the  discharge.  While  the  tanks  were  being  Hiiiaiged 
it  was  necessary  to  constantly  use  ^he  portable  lamps  in  the  holds,  to 
examine  the  suction  pumps,  etc. 

On  the  iTtli,  the  third  cngimeer,  having  been  oidmd  to  inspect  the 
f Ofe-hilge,  went  down  into  the  f i»e-hold  and  found  the  portable  lamp 
iisccxnnected.  He  therefore  got  the  tankman  to  connect  caie  of 
them,  and.  while  this  was  bring  done,  noticed  that  a  spark  was 
emitted  directly  the  unprotected  wires  were  moved  or  came  in 
contact.  He  reported  this  to  the  chief  engineer,  stating  that  the 
lamps  were  daagetous  and  emitted  ^larls.  but  nothing  was  d<Hie  to 
leniedy  the  d^ect. 

On  the  morning  of  the  19th  it  was  a  dead  cahn  and  the  veMtl  wps 
pumped  out  f ote  and  aft.  Scholar,  the  tankman,  was  in  chaise  ©f 
the  holds,  assisted  by  an  A.B.  named  Wallace,  who  was  described  as 
strictly  sober,  steady,  and  a  non-smoker.  About  10. ao  or  10.25 
Wallace  came  on  board  wearing  his  sea  boots,  winch  wwe  very 
muddy,  and  descended  through  the  manhole  into  the  tank  just  for- 
ward of  the  mainmast.  His  duty  was  chiefly  to  open  and  shut  the 
cocks  in  the  suction  pipes  bv  whidi  the  oil  was  pumped  out.  Scholar 
came  out  of  the  hold  a  few  minutes  afterwards  and  was  walking  for- 
ward, the  third  engineer  with  several  of  his  men  were  at  work  in  the 
engine  mom  and  on  the  boilers,  the  chief  engineer  was  standing  by 
the  engine  room  companion,  the  chief  officer  was  on  the  lower  bridge 
deck,  and  the  steward  was  in  the  after  part  d  the  cabin,  when  an 
eiqilosion  took  place.  The  chief  engineer  and  chief  officer  were 
Uowtt  about  six  yards  akmg  the  deck,  hot,  although  coosidciably 
iniured,  they  contrived  to  scramble  on  to  the  quay.  The  steward 
managed  to  escape  throu^i  the  skylight,  but  was  severely  bqmd  in 
to  doing.  The  after-hold  and  cabin  were  00  fire,  the  mainmast 
fone.  and  the  deck  blown  up;  the  after  buUdiead  of  the  engine  room 
Ims  blown  in ;  in  fact  the  after  part  of  the  ship  was  a  con^ete 


PETROLEUM. 


wreck.  The  fire  proceeded  forward,  and  at  about  11.45  another 
terrific  explosion  took  place  in  the  fore-hold  and  the  ship  was  then 
completely  wrecked.  The  fire  continued  to  burn  for  several  hours, 
although  every  effort  was  made  by  the  fire  brigade  to  extinguish  it. 
Wallace  was  never  seen  again. 

Experiments  made  by  Dr.  Dupre  with  a  sample  of  the  crude 
American  petroleum  (as  obtained  from  the  tanks  at  Rouen)  showed 
that  one  volume  of  the  oil  rendered  2400  volumes  of  the  air  inflam- 
mable, or  feebly  explosive.  This  mixture  of  air  and  vapour  can  be 
stt  fire  to  by  an  electric  spark,  by  a  flame,  or  by  any  sohd  at  a 
bright  red  heat.  One  gallon  of  oil  in  a  confined  space  will,  if  of  the 
character  of  that  sample,  render  400  cubic  feet  of  air  inflammable. 
This  cargo  was  one,  therefore,  liable  to  give  ofE  vapours  of  a  danger- 
ous nature. 

For  oil  of  this  character  in  bulk,  ventilation  should  be  at  the  rate 
of  about  120  cubic  feet  per  hour  for  every  square  foot  of  exposed 
surface  of  oil,  and  that  rate  ought  to  be  maintained  as  long  as  any 
work  in  the  tank  is  necessary.  There  seems  to  be  no  doubt  that, 
looking  at  the  highly  dangerous  manner  in  which  the  portable  lamps 
w  ere  connected  as  makeshift,  a  spark  was  generated  in  this  inflam- 
mable atmosphere  and  the  explosion  followed. 


It  might  perhaps  he  advisable  to  relate  another  case,  that  of  the 
"  Wild  Flower."  a  steamer  specially  btiilt  for  the  trade  at  Sunder- 
land in  1889.  her  net  tonnage  being  1,745.  She  had  six  cargo  and 
five  water-ballast  tanks,  the  former  capable  of  holding  2,512  tons 
and  the  latter ^  315  tons,  the  last  cargo  was  crude  petroleum, 
shipped  at  Philadelphia  and  disdiaiged  at  RouA  The  tanks  wete 
pumped  out  as  ^  as  possible  until  the  pumps  ceased  drawing.  When 
the  vessd  left  Rouen  for  the  Wear,  on  the  4th  of  January,  1890,  there 
was  left  in  No.  i  tank  about  6^  inches,  in  No.  2  tank  about  2  inches, 
in  No.  3  tank  about  i  inch,  in  No.  4  tank  about  5  inches.  On  the 
8th  January,  1890.  the  vessel  was  moored  at  the  buoys  off  the  Manor 
Quay,  on  the  north  side  of  the  Wear,  with  her  head  up  stream. 
The  master  gave  directions  to  the  chief  engineer  to  straighten  the 
ship,  whidi  had  a  ist  to  port,  leaving  it  to  his  (the  engineer's) 
discretion  as  to  the  draining  of  the  tanks.  He  then  went  on  shore. 
By  the  direction  of  the  chief  engineer,  punqiing  omnmenced  at 
-9.30  a.m. 

When  water  is  pumped  into  tanks  qontaimng  tins  class  of  oil,  the 
oil.  being  tighter  than  the  water,  would  float  upon  the  top  and 


^  PETROLEUM. 

mxm^n^  would  be  the  last  liquid  that  the  pumps  would  eject 
from  the  tanks.  It  appears  that  pumping  had  been  going  on  for 
some  time,  the'oil  floating  on  the  surface  of  the  water  for  some  httle 
distance  aioond,  but  collecting  esj)ecially  in  the  bight  near  the  North 
Ferry  landing.  In  the  vicinity  were  moored  the  steamers 
"  Douglas/'  "  Deronda,"  and  "  Parkfield  "  (new),  also  the  tug 
«*  Earl  of  Dumfries  "  and  a  lighter.  On  board  the  "  Deronda  " 
and  "  Parkfield  "  riveting  was  going  on,  and  portable  forges  were 
being  used  on  the  decks  of  both  vessels.  It  is  supposed  that  a 
burning  piece  of  oily  waste,  or  a  red-hot  rivet,  thrown  overboard 
iraoi  <■»  of  these  vessels  may  have  set  fire  to  the  oil  on  the  surface 
of  thie  water.  At  any  rate,  at  11.45  the  master  of  the  ferry-boat  in 
passing  under  the  bows  of  the  "Parkfield"  observed  a  small 
body  of  wnckB  and  flame,  about  the  size  of  an  ordinary  household 
§t%,  upon  flue  surface  of  the  water,  not  more  than  four  or  five 
feet  tett^bo  ttarboaid  side  of  the  '*  Parkfield."  The  area  of  the 
ire  at  oooe  dtmded,  the  flames  rushed  up  into  the  air  and  swept 
by  tho  quarter  ol  the  "  Parkfield."  attacking  the  Hghter,  and, 
rising  to  a  great  height,  rushed  over  the  bows  of  the  "  Deronda." 
He  tug"  Easl  OF  Dumfries,"  was  then  enveloped  and  the  flames 
posed  on  to  the  "  Douglas  "  and  then  to  the  "  Wild  Flower,"  and 
beie  burned  so  fiercely  that  27  plates  were  badly  buckled,  and  had 
to  be  removed.  Some  of  the  men  employed  on  the  "  Deronda  " 
4mjppeA  into  a  boat  and  escaped  to  a  raft  lying  close  to  the  quay, 
but  two  boiter-^tfas  were  left  hanging  on  to  a  rope  over  the  port 
fuartar.  A  boat  was  sent  to  take  these  two  men  off,  but  the  flames 
swcqping  round  the  vessd's  stem  enveloped  the  boat,  forcing  the 
iwn  to  jiiinp  overboard.  They  all  managed  to  gam  the  raft  with 
the  enxftion  of  one  of  the  boier^ths,  who  drifted  ontwa  rds  bom 
the  vessd  into  a  mass  of  flame  and  sank.  When  his  body  was 
imweved  it  was  foimd  that  his  face  Thefirewas 
«itii%iiiihed  by  one  o'dock,  partly  by  burning  itself  oiit,  and  partly 
by  water  i&yod  mpm  it  by  vaiions  engines. 

Front  the  evidence  of  Dr.  Di^[>r6,  it  appears  that  when  poured  on 
tiie  water  this  oil  spneads  rapidly,  one  gallon  ahnost  inunematdy 
covering  rather  more  than  two  square  yards,  when  the  fihn  has  a 
thickness  of  one-sixteentii  of  an  inch,  and  this  will  readily  take  fire 
cither  by  a  match,  electric  spark,  or  a  red-hot  rivet.  It,  however, 
oontinues  ipreading,  and  as  it  becomes  thinner  will  not  ignite 
easily  ejccept  another  body  of  burning  oil  meets  it,  when  it  will  burn 
Up  a0i  s|»ead  rapidly. 

Whatever  may  have  been  the  cause  of  the  outbreak,  it  is,  as  the 

r 


PfTTROLEUM. 


183 


Inspector  points  out, "  manifest  that  the  practice  of  emptying  tanks 
whidi  have  beeu  iaden  with  crude  petroleum  intoharbmusror  places 
in  whicli  there  is  shipping  is  an  exceedingly  dangerous  one." 
bye  laws  of  the  River  Wear  ConmaseioBers  did  not  appear  to  tm- 
teniplate  the  discharging  of  petrcdeum  cargoes  in  bulk,  the  regula- 
tions only  referring  to  barrels,  <M'  similar  cases  ccmtaining  petr<deum. 
Hasteis  and  officers  of  tank  "  steamers  have  to  undatake  somus 
risk  in  traQS|X)rting  petroleum  in  bulk,  but  this  experience  <^  the 
**  Wild  FtxmESL"  at  Sunderland  shows  tiiat  even  when  they  have 
got  the  oil  outside-  the  ship  their  responsibilities  are  not  ended,  for, 
unless  tlMy  take  care  how  they  dispose  of  the  residue  ci  the  fiexy 
fluid,  fatal  accidents  may  happdri. 


RegulaHons  for  vemh  laden  wUh  Peiroleum  in  the  Suez  Canal : — 

1.  In  order  that  vessels  laden  with  Petroleum  in  bulk  shall  be 
readily  distinguished  and  avoided,  when  passing  through  the  Suez 
Canal  they  wfll  show  at  the  mizzen  mast  the  f dlowing  distinguishing 
signals : — 

By  day—- A  red  flag  above  one  ball. 

By  night— -A  white  light  between  two  red  lights. 

2.  When  such  vessels  make  any  stay  in  port,  they  will  be  isolated 
by  means  of  floating  booms. 

PHOSPHATE  OF  LIME.— In  bags  which  are  often  rotten  and 
discoloured  ;  it  should  not  be  stowed  among  articles  of  value  or 
liable  to  damage.  Bags  average  about  176  lbs.  20  cwt.  stow  in 
42  fe«t.- 

PHOSPHORUS. — Considered  very  dangerous  and  consequently 
should  not  be  carried  as  cargo,  excepting  under  special  arrangements. 

PINES,  or  Preserved  Pine  Apple8.~In  tins  and  cases.  Stow 
as  dry  goods.  West  Indian  cases,  containing  i  doz.  3  lb.  tins, 
weighed  38  lbs.  and  measured  i  foot  eadi. 

Singapore  cases  weighed  77  lbs.,  measured  i  ft.  Q  ms.  f^ach. 

20  cwt.,  tins  in  cases,  should  stow  in  60  feet. 

FINE  APPLES.— Bananas. 

PINE  SEEDS. — Packed  in  cases.    20  cwt.  stow  in  about  60  feet. 

PITCH. — The  residuum  of  boiling  tar.  Usually  packed  in 
barrels  or  kegs.  Asphalt,  bitumen,  and  other  varieties  of  tar  and 
pitch,  may  be  classed  under  one  heading  so  far  as  stowage  and 
transport  are  concerned.   It  is  an  inflammable  article,  and  will  run 


POTATGEa 


if  subject  to  any  great  heat.  Tlie  melting  oi  pitch  on  board  ship  for 
caulldng  or  other  purposes  is  stiictly  prohibited  in  most  ports. 
(Sm  Tar.) 

Bands  of  pitch,  each  460  lbs.  m  cwt  stow  in  45  feet. 
FLANKS,  Doftls,  Bowlt,  m^See  Wood  and  Umber. 

i 

tLAHTS,  SHRUBS,  etc.— in  cases,  are  usually  carried  on 
deck  at  special  rates. 

PLASTER  OP  PARIS,  or  GYPSUM.— A  soft  %diite  powder, 
which  when  mixed  with  water  forms  the  paste  called  "  plaster  of 
Pkris."  It  wil.  when  diy,  absorb  ammonia  from  chloride  of  time, 
manures,  etc  :  must  always  be  stowed  in  a  dry  i^ace. 

PLUMBAGO. — Generally  shipped  in  casks,  which  invariably 
cause  the  ship  extra  expense  when  discharging,  for  coopering,  etc. 
This  article  should  not  be  stowed  among  other  goods.   {See  Black 

In  casks,  20  cwt.  stow  in  47  feet. 

POONAC— A  cocoa-nut  oilcake  used  to  feed  animals.   It  is 
somewhat  similar  to  linseed  cake, 
an  cwt  stow  in  about  80  feet. 

POPPf  SEED.— A  small  white  seed  which  requires  strong,  ti^^it 
packages  to  contain  it  A  ine  oil  is  made  from  this  seed,  also  oilr 
cake.  It  has  no  narcotic  property,  such  as  opium,  or  that  the  juice 
of  the  poppy  plant  possesses,  ao  cwt.  stow  in  70  feef 

POTATOES.— Full  cargoes  require  care  and  also  plenty  of 
ventilation.  Before  loading  have  the  holds  cleaned  out  and  well 
dried,  and  if  possible  dusted  over  with  time.  Potatoes  stowed  in  the 
same  hold  with  general  cargo  often  damage  it.  They  will  lose 
weight  during  the  passage,  therefore  provide  against  at  least  10  to 
15  per  cent,  shortage,  otherwise  the  ship  may  be  liable.  For  ship's 
own  use,  as  stores,  they  can  be  kept  for  months  in  good  condition  by 
throwing  over  every  25  bushels  one  quart  of  air-slaked  hme,  picking 
them  over  every  now  and  then,  and  rubbing  off  the  sprouts. 

Bags  weigh  156  lbs.  each.   30  cwt.  should  stow  in  55  feet. 

Barrds  weigh  about  200  lbs.,  measure  6  ft.  8  ins. 

PRATIQUE  is  the  word  used  to  indicate  Quarantine  inspection 
or  law.  It  is  usual  to  hoist  the  yellow  flag  entering  a  port  abroad,  in 
order  to  indicate  to  the  medical  authorities  that  the  vessel  desires  to 
have  free  pratique,  or  submit  her  Bills  of  Health,  etc.,  for  inspection. 
(Ss$  QamntiiMi,) 


PRESERVED  MEATS— QUARANTINE.  183 


PRESERVES.— Shipped  from  China  packed  in  cases  of  6  jars, 
measuro  i  ft.  6  ins. ;  in  cases  of  12  jars,  measure  3  feet  Special 
stowage  required.   Value  $2.20  to  I5  per  case.' 

Packed  in  ca^,  3  to  4  feet  measurement.  Wein^t  one  picul  net. 
Value  $18  per  picul.    (See  Ginger.) 

PRESERVED  MEATS,  etc.— Cases  containing  Canned  Meats 
average  alongside : — 

One  case  wdghed  32  lbs.,  measured  6  ins.  by  11  ins.  by  16  ins., 
equal  7  ins. 

One  case  weighed  60  lbs.,  measured  11  ins.  by  11  ins.  by  16  ins., 
equal  i  ft.  i  in. 

One  case  weighed  97  lbs.,  measured  12  ins.  by  16  ins.  by  19  ins., 
equal  2  ft.  i  in.  ' 

One  case  weighed  113  lbs.,  measured  13  ins.  by  17  ins.  by  18  ins., 
equal  2  ft.  4  ins.  , 

Boxes  containing  Preserved  Oysters,  etc  :— 

One  box  containing  4  doz.  tins  weighed  58  lbs.,  measured  i  ft. 

3  ins. 

One  box  containing  4  doz.  tins  weighed  60  lbs.,  measured  i  ft. 

4  ins. 

The  tins  ccmtaining  {M^eserved  meats,  etc.,  sometimes  turn  out 
damaged  by  rust,  and  cause  expense  to  the  ship.  (See  Condensed 
MUk.) 

PROTEST. — In  all  cases,  if  possible  within  24  hours  of  a  ship's 
arrival  at  her  port  of  destination,  the  master  should  go  before  a 
Notary  Public,  or  in  a  foreign  port  to  the  Consul,  and  note  a  protest 
against  wind  and  weather. 

PROVISIONS.— Stores. 

PRUNES.— Dried,  in  casks,  20  cwt.  should  stow  in  52  feet. 

PUTCHUCK,  Putch  Leaves.— Packed  in  bales.  The  smell 
from  this  article  is  injurious  to  many  other  things,  especially  flour, 
tea,  flake,  tapioca,  sago,  etc.    (See  Patchouli.) 

QUARANTINE. — Quarantine  is  of  two  kinds,  viz.,  observation 
and  strict.  There  are  certain  articles  of  merchandise  coming  from  an 
infected  port  which  are  quite  sure  to  be  subjected  to  quarantine,  or 
purifying  processes,  before  being  allowed  to  land,  viz.,  rags,  waste 
paper,  hair,  leather,  skins,  feathers,  wool,  old  clothes  and  wearing 
apparel  generally,  etc.  The  Consul  at  the  port  of  loading  should 
certify,  on  the  back  of  the  Bills  of  Health,  what  part  of  the  caigo 
had  been  received  on  board  in  free  pratique,  or  whether  it  had  been 


zi6 


RAILWAY  MATERIAL. 


fecdwd  Iniiii  the  quarantine  station,  or  tianshii^  from  any  other 
ipcsael  direct.  {Sm  Bills  of  HmMi.) 

OUEBRACHE  WOOD.— Shipped  from  the  Algentine  in  logs, 
and  although  ver>'  heavy,  about  33  feet  to  the  ton,  it  is  so  crooked 
that  it  takes  about  60  fe^t  to  the  ton  for  stowing. 

OmCKSILVBR^Mercnry  is  the  heaviest  of  all  fluids.  One 
mm  bottle  weighed  75  lis.,  measured  14  ins.  by  6  ins.  by  6  ins.  875 
lbs.  equal  i  cubic  foot. 

RAGS,  and  SHODDY. — Shipped  in  bales  and  bundles.  Should 
never  be  stowed  near  oil  or  greasy  articles,  being  liable  to  spon- 
taneous combustion.  The  objection  to  such  articles  is  that  they  are 
supposed  to  convey  contagion  and  vermin  from  port  to  port.  This 
can,  of  course,  be  provided  against  by  a  thorough  system  of  disinfec- 
tion, or  heating  to  a  high  temperature  vrill  destroy  any  objectionable 
quahties.  When  this  is  done  there  is  nothing  that  requires  more 
than  ordinary  care.  In  stowing,  owing  to  the  liability  to  spontane- 
ous combustion,  it  is  always  advisable  to  keep  such  goods  as  near  the 
hatchways  as  possible.  During  the  prevalence  of  cholera,  plague 
m  other  epidemics  abroad,  rags  should  not  be  received  as  cargo 
without  enquiries  being  made  as  to  liabiUty  at  port  of  discharge, 
otherwise  the  vessel  may  have  to  undergo  extra  quarantine  and 
expense  befcMre  getting  rid  of  such  goods.  In  Italian  and  Spanish 
OT  other  foreign  ports  it  is  es|iedally  liable  to  cause  trouble. 

RAILWAY  MATERIAL  should,  as  soon  as  possible,  be  carefully 
examined  by  |he  officer  or  engineer  of  the  ship  when  it  arrives  along- 
side previous  to  shipment ;  should  any  flaw  or  injury,  however 
sM^ht,  be  detected  it  iiould  at  once  be  pointed  out,  and  noted  in  the 
receipt  and  B.L.  In  the  East  a  very  unfair  custom  prevails  among 
railway  consignees  of  having  aD  goods  landed  and  afterwards 
examined,  instead  of  granting  a  receipt  as  it  leaves  the  ship,  where 
the  ship  owners'  Uatnlity  should  cease. 

WiBiiHi-W«vlc  varies  much  in  relative  we%ht  and  measurement. 
„        «*|f-  432  tons  weight,  measured  785  tons  of  40  feet. 

149  tons  weight,  measured  361  tons  of  40  feet. 

106  tons  weight,  measured  279  tons  of  40  feet. 
»*  It  270  tons  weight,  measured  441  tons  of  jo  feet. 

»,  „    160  tons  weight,  measured  230  tons  of  40  feet. 

„   Packages  weighed  160  tons,  measured  220  tons  of  40 


RAPE  SEED. 


187 


Wagons  (Tipping)  .—20  weighed  5  tonsi6  cwt.  2  qrs.,  measured 

689  cubic  feet. 

24  packages  weighed  3  tons  18  cwt.,  measured 
569  cubic  feet. 

Locomotives  (complete)  measure  about  twice  and  a  half  limes 
their  weight ;  thus,  one  weighing  28  tons  19  cwt  14  lbs.  measured 
71  tons  (of  40  cubic  feet)  and  18  ft.  10  ins.,  or  2,868  ft  10  ins. 

Boiler  and  frame,  11  tons  i  cwt.  2  qrs.,  measuied  1,156  ft.  i  in. 

Tank  and  frame  ccmnected,  4  tons  2  cwt..  measuied  653  feet. 

Locomodve  shipped  for  the  Bengal  and  Nagpur  Railway  Co. 
consisted  of  34  laige  parcels,  including  engine  and  tender,  total 
weight  72  tons  19  cwt.  3  qrs. 

RAIN-WATER  GOODS. — Sometimes  packed  in  cases  or  casks, 
but  are  mostly  carried  loose.  The  best -mode  of  stowing  is  on  end, 
but  this  is  only  practicable  when  the  'tween  decks  of  vessels  are 
specially  fitted  for  the  purpose  with  movable  fittings. 

20  cwt.  should  stow  in  68  feet. 

RAMIE.— Ramie  is  a  grass  peculiar  to  Borneo  and  parts  of  the 
Malay  Peninsula.  It  is  noted  for  its  strong  fibrous  stem,  which, 
when  decorticated,  produces  a  superior  kind  of  flax,  of  a  silky 
appearance.  This  material  is  capable  of  being  spun  into  strong,  fine, 
hnens,  supposed  to  be  equal  to  and  much  cheaper  than  anytlling  of 
the  kind  yet  produced. 

Shipped  in  bales  Uke  hemp. 

RAPE  SEED  is  produced  in  ahnost  every  part  of  Europe,  but 
that  in  the  eastern  portions,  as  Hungary  and  the  j^ack  Sea  &tricts, 
isusually  very  inferior,  and  goesby  the  name  of  wild  lapeseed.  East 
India  seed  is  shippM  in  bags ;  European  seed  generally  in  bulk. 
The  finest  rape  seed  is  produced  in  Holland,  Belgium,  aiid  Germany. 
Much  of  it  is  crushed  on  the  spot,  but  caigoes  are  often  sent  to 
England.  If  new  it  is  liable  to  heat,  consequently  should  have 
plenty  of  ventilation. 

20  cwt.  stow  in  about  61  feet.    (See  Heinfi.} 

responsible  for  damage  to  cargo  on  board  his  vessel  by  vermin.  This 
is  a  loss  not  peculiar  to  navigation  only,  but  to  articles  on  land  in 
wardtouses,  stores,  etc.  The  presence  of  cats,  dogs,  or  other  pre- 
cautions to  prevent  injury  from  rats  is  often  insufficient  to  remove 
liability.  It  is  necessary,  however,  in  all  cases  for  the  shipmaster  to 
mxm  that  he  has  protected  his  owners*  interest  by  exercising  every 


i88 


RATS— RATTANS. 


precaution  to  guard  agai  11:^1  uaiiiage  by  "  vermin."  Bills  of  Lading 
should  always  contain  the  vermin  clause. 

An  iron  plate  on  upper  part  of  mocMring  cables  prevents  access 
frm  the  water  by  rats. 

Ml  inr  Mats.  An  interesting,  not  to  say  valuable,  discovery 
lias  tieen  made  by  Captain  Weedin,  in  chaige  of  the  animals  at  tlu^ 
Zoo.  The  building  is  infested  by  rats,  and  how  to  get  rid  of  them 
has  long  been  a  perplexing  question.  Traps  were  used,  but  nothing 
would  tempt  the  rodents  to  tiiter.  In  a  store-room  drawer  was  placed 
a  quantity  of  sunflower-seeds  used  as  a  food  for  some  of  the  birds. 
Into  this  drawer  the  rats  gnawed  their  way,  a  fact  which  led  the 
captain  to  experiment  with  them  for  bait  in  the  traps.  The  result 
was  iiat  the  rats  could  not  be  kept  out  A  trap  was  found  some 
oiomingB  to  hold  fifteen.  They  were  turned  into  cages  containing 
weaicit  md  minks.  The  latter  will  kOl  a  rat  absdatdy  afanost 
iefufti  one  can  see  it,  so  rapid  are  its  movements.  The  weifids  are  a 
trifle  slower,  but  none  of  the  rats  escape  them.  (Washington  Corr., 
**  Cincinnati  Commercial.") 

RAT  TRAPS.— Packed  in  casks,  2  ft.  4  ins.  by  2  ft.  4  ins.  by  3  ft. 
equal  to  16  ft.  4  ins.,  weigh  about  507  lbs.  each. 

20  cwt.  stow  in  about  75  feet. 

RATTANS,  or  RATTAN  CANES.— Rattans  are  the  long, 
flexible  stems  of  the  genus  Calamus,  chiefly  found  in  the  East  Indies. 
On  an  average,  in  their  ripe  state  they  vary  from  100  to  500  feet  in 
length.  In  countries  where  the  rattan  grows  the  inhabitants  make  use 
of  them  for  a  great  variety  of  purposes.  Not  only  do  they  furnish  the 
interior  of  their  homes  with  articles  of  daily  use.  but  country  vessels 
are  lined,  moored,  and  fitted  with  ropes  and  lines  made  from  this 
leed.  It  holds  aloft  the  graceful  suspension  bridges  over  otherwise 
impassable  rivers,  and  hauls  the  trunks  of  fallen  trees  to  market. 
European  nations  use  it  chiefly  for  chair-bottoms,  couches,  window- 
blinds,  and  other  domestic  purposes.  On  its  way  to  market,  in 
ships,  sailors  use  it  for  dunnage  and  broken  stowage.  When 
skilfully  placed  it  is  of  considerable  value,  especially  down  the  sides 
and  between  decks  of  vessels  where  moisture  accumulates.  Full 
cargoes  of  rattans  are  often  carried  by  small  vessels,  and  they  require 
ballast  for  stiffening  purposes. 

RATTAN  SHAVINGS^Fbckedin  bales  6  to;  ft,  weigh  I33 

IBCBIPTS^It  is  the  custom  lor  the  mate  to  give  Receipts  for 
Goods  when  tendered  for  shipment :  but  the  mate  being  responsible 


■pisT'imyrc 

lOSL'JSiJr  id. 


189 


for  taiy,  and  the  correct  delivery  of  the  cargo,  should  never  give  a 
receipt  until  the  goods  are  actually  on  board.  He  cannot  be  com- 
pdled  to  give  a  receipt  for  goods  alongside ;  if  he  does  so  be  may 
render  liimsdf  IkUe  to  a  crinunal  indictnient,  should  Bills  ol  Lading 
be  obtained  on  bis  receipts  and  fraud  be  practised.  If  the  mate 
gives  recdpts  f <»:  goods,  or  accepts  the  custody  of  them  whilst  they 
are  in  the  lig^ter»  on  the  quay  or  wharf,  the  muter  and  owners  of 
the  vessel  are  reqxmsible  for  any  loss  or  damage  ^hich  may  happen 
to  t^  goods  before  they  are  actually  placed  on  board  the  vessd. 

lutes'  receipts  are,  in  fact,  negotiable  documents,  and  may  pass 
from  hand  to  hand.  A  B.L.  granted  without  prckluction  of  the 
mate's  receipt  would  undoubtedly  lead  the  shipowner  mto  serious 
tnmUe,  should  it  be  afterwards  produced  and  B.L.  be  called  for  in 
exdiange. 

When  a  recent  has  mice  been  given  for  goods  on  board,  the 
master  oa^t  to  be  most  careful  not  to  sign  <x  deliver  any  Wl  of 
Lading-  without  receiving  in  exchange  such  reo^it,  otherwise  he 
might  place  hansdf  and  liis  owners  under  a  two-foki  responsibility  1 
in  the  first  place  to  the  shqiper  in  case  he  should  require  the  goods 
to  be  delivered  to  his  own  order,  haviiig  a  legal  right  to  do  so,  and 
secondly  to  tbe  holder  <rf  the  Ml  oi  Ladkig,  who  nng^t  have  been  in- 
duced to  poictese;,  or  advance  money,  on  the  good  f^tii  of  sodi  bOh^ 

In  granting  a  wtoapt  for  goods  it  is  very  necessary  to  keep  a 
counterfofl  or  copy  on  board,  not  only  for  ref ermce  in  case  ot  di^te, 
but  also  as  means  of  checking  the  manifest  before  entering  a  p<»rt. 

Shqjpers  abroad  sometimes  make  out  boat-notes  in  tbe  form  of 
reoe^,  and  expect  tiie  mate  or  others  on  board  to  sign  and  return 
them  to  the  boatman.  This  is  a  most  objectionable  practice,  and  a 
Ina^  floiuoeof  trouble  to  the  ship.  Reoeqytsshoiddnever  be  given 
for  cargo  or  paduges,  excq>tiBg  on  the  sh4>'s  or  company's  fonn  ; 
they  sb9uki  dearly  and  distinctly  state  the  purpose  for  which  they 
are  given,  with  the  marks,  numbers,  and  quantity  written  in  full,  not 
m  figures.  It  is  not  sufficient  to  state  "  packages  in  bad  order," 
whidi  may  mean  anything  or  nothing ;  state  exactly  what  the 
damage  is. 

REDWOOD* — ^A  heavy  wood  sometimes  used  for  dunnage.  Being 
crooked,  it  is  ill  adapted  for  good  stowage. 

REGULUS.— 5tf«  Ores. 

RESIDUUM.— 45  to  48  gallons  gross  in  a  band ;  w^^  7I  lbs. 
per  gallon  ;  barrd  itseif  wd^  about  60  lbs. ;  gross  weight  about 
420  lbs. 


190 


RESIN— RICE. 


ItESIN,  or  ROSIH^A  substance  obtained  from  the  disttllation 
of  turpentiiie.  Resin,  a  vegetable  substance  exuding  horn  certain 
trees,  inflammable,  and  hard  when  cool,  visdd  when  heated,  in- 
soluMe  in  water,  bot  soluble  in  alcohol.  Packed  in  kegs  or  banel& 
Should  not  be  stowed  among  other  goods,  but  kept  separate  and,  if 
possible,  in  a  cod  place- 
New  York  barrels  weigh  340  lbs.  to  426  lbs.  each,  measure  9  ft 
6  ins.  to  II  feet  each. 
20  cwt.  in  barrels  should  stow  in  58  feet. 

RETORTS. — Fire-clay  retorts,  20  cwt.  stow  in  50  feet.  8c  retorts 
weighed  31  tons,  and  measured  1,464  cubic  feet. 

RHEA  FIBRE. — ^This  is  one  of  the  best  fibres  produced  by  the 
vegetable  kingdom.  It  is  soft  and  fine,  with  a  beautiful  silky  gloss 
aad  remarkably  strong.  The  exquisite  textures  known  as  China 
gi«8s  cloth  are  made  from  it.  It  is,  however,  difficult  to  prepare  and 
consequently  the  consumption  remains  at  a  limited  scale. 

In  Calcutta  5  bales  go  to  a  ton.» 

20  cwt.  should  stow  in  60  feet. 

RHUBARB  and  other  Roots.— Roots  of  plants  well  dried  may 
be^  stowed  with  dry  .articles. 
Powdered,  in  bags,  20  cwt.  stow  in  104  feet. 

RIG£.~The  stowage  of  rice  is  mudPlllsame  as  that  of  other 
cereals,  but  more  attention  is  required  in  the  ventilation  of  the  holds. 
Bags  should  be  well  protected  from  the  sides  and  ironwork  of  the 
vessel,  otherwise  they  may  rot  and  damage.  A  free  course  of  at 
least  1 1  inches  down  the  lining  of  the  ship  should  be  ensured  for  the 
sweat  to  run  free  of  the  cargo,  aiid  for  air  to  diculate.  Rice  is 
shipped  as  weight  by  steamers  from  Calcutta  and  other  ports. 

When  carried  among  general  goods-  it  should  not  be  brought  in 
contact  with  badly  dried  skins,  horns,  saltpetre,  or  other  articles 
liable  to  damage  by  smell  or  contact.  Hides  stowed  in  the  same 
lioid  should  be  free  from  smell  or  moisture. 

Captain  J.  McKirdy  says  : — Rice  exported  from  Rangoon  is  grown 
in  the  districts  intersected  by  the  Irrawaddy  and  its  tributaries,  the 
padd}^  being  mostly  brought  down  in  native  boats.  It  is  sold  to  the 
highest  bidder,  then  milled  to  suit  the  market  for  which  it  is  destined, 
and  shipped  off. 

The  season  generally  commences  about  the  15  th  or  17th  January, 
and  work  goes  on  incessantly,  milling  and  loading  up  to  about  the 
15th  April,  about  which  date  the  hardest  of  the  work  may  be  said  to 


RICEk. 


be  past,  and  the  mills  are  then  employed  turning  out  white  rice  for 

the  Continental  markets. 

The  boats  which  bring  the  paddy  down  are  placed  alongside  a 
mill,  and  a  standard  basket  is  passed  in  and  filled,  its  contents 
levelled  down  with  a  stick,  then  emptied  into  a  big  basket  and  trotted 
off  to  the  mill  on  the  head  of  a  coolie.  The  proprietor  and  broker 
keep  tally,  and  on  the  boat  being  emptied  the  cash  is  paid  down ; 
this  goes  on  incessantly  until  all  the  boats  are  emptied. 

After  the  paddy  is  husked,  the  husk  is  run  into  the  river,  and  the 
rice  is  mixed  with  paddy  in  the  proportions  of  80  per  cent,  rice  to  20 
per  cent,  paddy,  and  is  then  bagged  and  stitched  up  preparatory  to 
shipment. 

A  single  thick  gunny  bag  is  all  that  is  used,  and  when  it  is  filled 
wiU  turn  the  scale  at  220  lbs.   The  name  given  to  this  mixture  is 
cargo  rice." ' 

The  reason  why  paddy  is  mixed  with  the  rough  rice  is  to  keep  the 
piles  apart  from  each  other,  and  thus  secure  better  ventilaticm. 
Experience  has  proved  that  a>  bag  of  this  *'  cargo  rice  "  will  reach 
home  in  much  better  order  than  a  bag  of  pure  rough  rice  would, 
more  particulariy  at  the  b^;inning  of  the  season,  when  the  grain  is 
comparatively  soft. 

A  bag  which  leaves  Rangoon  for  London,  via  the  Suez  Canal, 
weighing  220  lbs.,  will  not  turn  out  more  than  216  lbs,  at  its 
destination. 

When  the  cargo  gets  home  it  passes  into  the  hands  of  the  miller 
again,  who  runs  it  through  the  mill  and  husks  all  the  paddy  in  it ; 
then  it  is  put  through  again  and  again,  until  all  the  purplish  cuticle 
which  covers  the  kernel  is  removed.  It  is  then  polished  and 
becomes  the  white  rice  we  are  accustomed  to. 

The  refuse  is  worked  up  into  various  uses,  as  food  for  cattle,  and 
bill  stickers'  paste  ;  what  grains  are  broken  in  the  milling  are' con- 
verted into  starch,  so  that  nothing  is  wasted  which  pays  freight. 

.  The  master  of  a  steamer  arriving  in  Rangoon  for  a  rice  cargo, 
and  with  a  day  or  two  to  spare,  could  not  do  better  than  make  a 
careful  inspection  of  his  holds.  If  coal  has  been  stowed  in  them 
and  they  want  washing  out,  do  it  on  the  last  of  the  ebb,  for  then  the 
river  water  will  be  almost  fresh. 

Make  a  careful  survey  of  all  coal-Dunker  bulkheads,  to,  see  that 
there  are  no  rivet-holes  unfilled  in  them,  as  an  empty  one  may  be 
productive  of  much  evil.  A  rice  cargo  gives  off  so  much  heat  and 
moisture  that  the  rush  for  the  air-shafts  and  ventilators  is  naturally 
great ;  a  craving  for  air  to  supply  the  vacuum  thus  generated  is  con- 


192 


RICE» 


stantly  gmng  on  in  lie  iMiii,  tnd  I  have  known  one  case  in  which 
aimosl  ifty  bags  of  rice  weie  da&  ed  "  coal  stained,"  all  caused  by 
one  empty  riiret-hde  in  a  coal-bnnker  bulkhead. 

See  that  tbwe  is  not  a  drop  of  wal«r  left  in  any  of  the  corners,  or 
<»  tiyp  of  tbe  stringers,  as  rice  is  a  most  peculiar  cargo  to  handle. 
iC«i|l  it  dry,  and  it  will  not  cost  you  one  anxious  thought,  but  get  a 

iBCOmposition  sets  in  rapidly ;  a  most  intolerable 
,  wbkk  wii  search  through  every  comer  of  the 
t-worit  wil  become  blackened  bv  the  gases  set 
ffCC  l>y  It ;  besides,  tiiere  »  vesry  great  danger  that  fire  from  spontan- 
mm  combiistion  may  be  the  sequel  to  wet  biigs.  Beat  is  generated 
wy  q^akMy  after  xioe  and  water  have  come  in  contact. 

If  iie  iooffs  oi  your  cabin,  f ord:astle.  and  store-iwims  are  of  wood, 
see  that  tbey  are  weU  cauilxd,  so  as  to  prevent  as  much  as  possible 
ingress  from  the  damp  and  steamy  air  from  the  rice.  If  it  does  get 
access,  not  only  will  tie  beaitb  of  all  suffer,  but  your  stores  will  go 
bad,  and  ropes  and  sails  perish  hmg  before  their  time. 

In  dunnaging  the  bottom  oi  the  ship,  whether  with  teak  blocks, 
planks,  or  your  own  dunnage  wood,  keep  it  wdl  apart  for  the  sake  of 
ventilation,  and  wherever  you  can  thrust  a  stick  of  wood  in  betwixt 
inm  and  the  mats,  do  it,  as  the  air  ^es  left  at  the  sides  of  the  wood 
win  al  help  to  conduct  the  heat  upwards.  Bear  in  mind  that  the 
object  to  be  aimed  at  in  stowing  a  rice  cargo  is  to  induce  all  the  heat 
oi  the  holds  to  come  up  the  hatches,  air-shafts,  and  ventilators,  when 
Hie  temperature  bdow  does  not  dif ^  much  from  that  of  the  air  on 
deek ;  but  when  cold  lieather  sets  in,  use  aH  endeavours  to  induce 
tie  steam  to  fly  to  the  ship's  side,  where  it  wiQ  be  speedily  condensed, 
and  run  back  into  ^  bilges. 

East  of  the  Suez  Gmal,  by  keeping  the  hatches  off  and  the 
yentHatOffs  trimmed,  tie  heat  ascends ;  west  of  the  Canal  great  care 
is  leipiisite.  On  warm,  sunny  days  the  hatches  may  be  taken  off 
with  advantage ;  on  cokl.  gloomy  ones  ti^  are  better  on. 

Put  good  mats  and  pienty  of  them  in  tie  bottom  of  the  holds,  as, 
no  matter  how  carefully  you  take  your  lice  in,  some  bags  are  sure 
to  burst,  and  the  mats  at  the  bottom  pick  up  al  the  loose  lioe,  and 
psmnt  it  ultimately  gettii^  into  the  bilges. 

As  to  matting  the  sides,  opinions  differ.  I  think  vertical  sparring 
nailad  to  tie  f ore-and-^ilers,  with  little  or  no  matting,  will  be  found 
tie  best,  empting  at  tie  edges  of  tie  upper  wing  tiers.  liese 
cannot  be  dispensed  witi,  unless  we  can  Mt  upon  some  sort  of  com- 
podtion  to  coat  tie  under  side  of  tie  won  deck  and  stringen  witi, 
wUci  wii  act  as  a  non-conductor  of  ieat. 


RICE. 


The  principal  trouble  with  rice  is  that  on  getting  into  coW  weather 
a  quantity  of  the  steam  condenses  on  the  under  side  of  the  irt>n  deck 
and  beams  This  graduaUy  gathers  tiU  it  forms  into  great  drx»ps 
he  ship  rolls  and  the  drops,  still  clinging  to  the  iron,  nm  downTo 
leeward  and  fall  off,  some  on  to  the  ship's  side,  the  rest  on  the  bags 
iuid  mats  Mats  up  m  the  sides  soon  get  wet  through  and  rot)^ 
If  this  continues  long,  and  it  generaUy  happens  that  tie  bulk  of  tie 
damage  done  to  a  ship  s  cargo  is  in  the  ippper  wing  tiers,  under  the 
deck,  and  under  the  stringer  plates.      f  ^ 

I  have  tried  folded  blankets  in  one  portion  of  the  sim.  but  ticv 
were  worse  than  the  mats  ;  they  certainly  sopped  all  tii  water  up! 

wooden  deck  will  not  retain  ipwsture  like  an  iron  one. 

The  system  of  loading  a  caifo  in  Rangoon  is  to  lay  down  five 
heights  of  bags  fore-and-aft  the  hold,  parallel  to  the  keel  and  then 
midway  betwixt  the  centre  line  and  the  sides,  to  place  wooden  venti- 
lators on  edge  (supphed  by  the  shippers,  as  weU  as  ventilator  boards) 
at  nght  angles  to  them,  and  about  five  paces  apart  •  others  are  laid 
^^k'"^"'  the  fore-and-aft  ones.'and  aU  opemng 

into  each  other  ;  then  vertical  ones  are  placed,  having  thei^W 
ends  resting  on  top  on  one  of  the  junctions,  and  their  uimer  ends 
placed  insKie  the  ship's  iron  ventilators ;  others  are  placTat  tie 
four  corners  of  aU  hatchways. 

Then,  up  and  down  the  midship  stanchions,  f ore-and  af t  tie  sMn 
ventilator  boards  are  lashed,  one  on  either  side,  and  kept  a 
apart,  so  that  when  the  ship  is  loaded  you  can  stand  in  the  UDoer 

kelli^r^  ^""^  '"^^  ^"""^  ^^"""""^^  ^""^ 
After  the  first  tier  of  ventilators  are  in.  work  goes  on  again  until 

n  f  ni  ^T.!^         ^  ^^'"^        ventiK.  md 

so  on  till  the  ship  is  full. 

Some  of  the  rice  shippers  at  their  own  expease  mat  the  torn  of  tbe 
Mgs  fore  and  aft  to  prevent  them  getting  sofled 

«.l!^fin!?  n  '  °^  *"  ''""^y-  as  they  are  netty 
t«htly  fiUed  It  wil  settle  down  considerably;  so  mih  so  thS 

^ough  s  owed  close  up  to  the  beams  in  Rangoon,  a  smaU  bov 

ooaM  «awl  fore  and  aft  the  cargo  in  the  Channel ;  therefore  yZ 

^^t  ^  1 1°""'  '^"^"8  a  press  of  sail  coming  acr«s  ' 

^  N«th-East  Monsoon,  the  cargo  will  settle  to  port,  and  if  your 

th^  1  ^^'^ »  codskieiaHe  list 

wtt  way  by  the  time  you  reach  Aden. 

^a^^e"*  ^^''^  "ft"  a«t  it  gets 


194 


RICE. 


slower,  and  if  yim  liave  light  winds  at  the  commencement  of  the 
viiy^ge  it  niAy  not  amount  to  much  afterwards. 

I  inoir  one  Steam  Company  which  makes  it  a  rule  for  each  of  its 
vmsM  to  liave  a  maigin  of  loo  tons  of  coal  above  the  estimated 
etmmm^aik  to  reach  the  various  ports.  The  comfort  conveyed  to 
ai  oiilMMi^  must  be  incalculable,  for  with  plenty  of  coal  in  the  ship 
ym  can  trim  her  any  way  you  like. 

Wliat  anxiety  the  man  must  have  nearing  home  whose  ship  has  a 
ttnii^  list  to  port,  while  a  gale  of  wind  is  blowing  on  the  starboard 
beam,  and  all  the  coal  in  the  starboard  bunker  !  If  the  ship  were 
itted  witb  water-ballast  tanks,  of  which  the  port  and  starboard  ones 
««re  independent  of  each  other,  you  could  easily  M  one  on  the 
weather  side. 

With  a  ship  divided  into  three  cargo  compartments,  two  large  and 
one  small,  and  with  four  ventilators  in  each  of  the  large  ones,  the 
llfialfid  air  will  always  be  found  struggling  to  windward.  Going 
liead  to  wind,  if  the  two  foremost  ventilators  be  turned  with  their 
mouths  facing  the  wind  and  the  two  at  the  rear  of  the  hold  turned 
ton  it,  heat  wiE  be  found  coming  up  the  after  ones  ;  reverse  the 
process,  and  yon  will  be  astonished  at  the  rush  which  will  come  up 
the  focward  ones.  In  like  manner,  if  the  wind  be  off  the  starboard 
side,  th©  heat  will  all  cling  to  that  side  ;  this  will  be  the  more  percep- 
tible in  cdhi  weather,  as  you  will  find  drops  of  sweat  cling  to  the  deck 
and  h^m^  on  the  weather  side,  while  down  to  leeward  will  be  dry. 

Be  wy  careful  in  taking  off  hatches  in  cold  weather,  as  you  are 
lilcely  to  do  more  harm  than  good.  The  moment  the  hatch  is  off  a 
Imist  of  heat  comes  up,  but  this  is  succeeded  by  a  rush  of  coUl  air 
down,  and  if  there  has  been  any  sweat  gathering  on  the  under  side  of 
the  <kck  it  will  quickly  develop  into  large  drops  and  rain  down  on 
tiie  caigo. 

Frequently  mm  harm  is  done  the  first  day  you  begin  to  discharge 
in  the  docks  than  has  been  done  all  the  voyage,  for  the  suddt  n 
opening  of  all  the  hatches  to  get  the  cargo  out  lets  in  such  a  nish  of 
cdd  air  that  sweat-drops  form  on  every  particle  of  iron  within  its 
iniuence. 

Use  every  endeavour  to  prevent  wet  or  damp  bags  commg  on 
boaid.  Boatmen  are  not  over  careful  in  handling  buckets  of  drink- 
ing water.  If  through  negligence  a  wet  bag  comes  in,  you  will  find 
it  again  on  arrival  home,  and  its  position  well  defined  by  a  nng  of 
damaged  bags  round  it  Shippers  will  only  accept  clean  receipts, 
tlieiefore  you  are  at  perfect  liberty  to  reject  any  suspicious  bags 

Towaids  the  end  of  the  season  there  is  not  so  much  risk  of  your 


RICE. 


195 


cargo  heatmg,  as  the  paddy,  coming  from  distances  far  inland  and 
arnving  late,  is  much  drier  than  that  grown  near  at  hand,  and  placed 
on  the  market  soon  after  the  harvest  Besides,  a  late  cargo  is  often 
a  mixed  one,  for  when  the  fiist  nish  is  pa^,  and  the  mills  onkr 
working  regular  time,  quantities  of  "  wHte  rice  "  aie  made  for  the 
Continental  markets,  so  that  a  caigo  may  consist  of  white  rice, 

coodie  "  or  broken  rice,  "  caigo  rice,"  and  rice  meaL  Coodie  is 
theheavies^  white  rice  next,  then  cargo  rice,  and  lasdy  the  meaL 

The  average  weight  of  a  bag  of  rice  varies  accoiding  to  quality. 
Some  kinds  are  infected  with  weevils,  wdiich  make  tbdr  way  into  the 
fjhip's  store-rooms,  and  also  damage  other  articles  olmerdiandise. 
I  he  sweat  from  rice  is  often  very  great,  consequently  plenty  of  ven- 
tilation IS  necessary,  especially  in  fresh  cargoes. 

A  sailing  ship  is  ventilated  difoently  to  a  steams.  Having  bat 
one  hold  the  small  ventilators  would  not  be  sufficient.  The  system 
is.  to  stow  in  five  heights  fore-and-aft,  then  midway  between  the 
centre  line  and  the  other  side,  to  strip  out  one  row  of  bags  from  end 
to  end,  and  at  intervals  single  rows  athwartship ;  this  leaves  broad, 
deep  gutters,  f ore-and  aft  and  across.  These  are  bridged  over  with 
bits  of  wood,  then  more  caigo  is  stowed  in,  untU  tiie  next  series  of 
gutters  IS  to  be  formed,  and  so  on  ttU  the  caigo  is  loaded  •  this 
secures  good  ventilation  through  the  ^p. 

Some  ships  omit  the  athwartship  gntteis  altogether.  Great  care 
IS  requisite  in  taking  in  the  caigo,  to  sew  up  at  once  any  bags  that 
may  burst,  as  loose  rice  getting  into  a  gutter,  or  ventilatois.  will 
check  the  circulation  of  air,  and  hinder  the  clear  ones  fmm  doimr 
their  duty  as  they  ought 

through  keeping  your  hatches  otf  for  ventilation,  a  spray  should 
find  its  way  to  the  bags,  mark  the  wet  ones  before  putting  the 
hatches  on  ;  the  first  fine  day  get  them  up  on  deck,  tiiem  out, 
thoroughly  dry  the  contents,  and  le-bag  it. 


In  1891  the  SS.  "  Holyrood  "  loaded  3,720  tons  <rf  rice  at 
Rangoon,  and  drew  23  ft.  7  ins.  mean.  She  carried  afterwards  horn 
Calcutta  3,800  tons  of  wheat  on  the  same  diaught  (Register 
tonnage,  1,777  ;  gross,  2,711.) 

Captain  G.  G.  Thomas,  of  the  SS.  "  Restitution,"  of  Liverpool, 
2,200  tons  net  register,  carried  4,200  tons  of  rice  from  Bassein  to 
J3remerhaven  m  1890,  and  delivered  the  entire  lot  without  a  dam- 
aged bag.  He  recommended,  instead  of  matting  the  sides  of  the  shq>, 
placing  bamboos,  lattice  fashion,  up  and  down ;  this  has  the  extnt 


idviiitage  of  not  only  keeping  the  bags  off  the  ^e,  but  of  allowing 
a  free  current  of  air  to  pass  along,  and  the  sweat  to  drain  off.  In 
every  third  tier  a  small  ventilating  shaft  was  left  fore-and-aft,  and 
crasways  amidships.  Ventilating  shafts,  up  and  down  from  the 
bottom  in  each  hatchway,  were  connected  with  those  in  the  side,  and 
thence  carried  to  the  top  of  the  cargo  ;  this  allowed  a  free  ctirrent  of 
air  to  pass  fore-  and-af  t ,  and  prevented  the  cargo  from  heating.  The 
vessel  was  well  su}^ied  with  deck  ventilators,  and  the  hatches  were 
tatei.off  in  fine  weather. 

m  cwt.  of  rice  shoiiM  stow  in  45  feet. 

Bigs  of  "  cargo  rice  "  weigh  220  lbs.  each. 

Rice  with  the  husk  on  is  odled  *'  paddy."  ' 

MCE  BOWLS,  and  PLATES — GeneraUy  packed  away  in  casks 
wtfgiung  7  cwt.,  and  measuring  28  feet  each. 

ao  cwt.  stow  in  about  83  feet. 

Plates  measure  about  their  own  weight. 

ROCKETS,  and  BLUE  LIGHTS,  etc.>-^S^  Gunpowder. 

ROra,  etc.  (Slilp'8  StUTM)  .—A  ship  may  carry  a  complete  set  of 
spars  and  all  necessary  ropes,  etc.,  as  stores.  Europe,  manila,  wire 
and  hemp  rope  are  generally  shipped  in  coils,  covered  with  tarred 
cloth.  Stow  in  a  dry  part  away  from  damp  articles.  The  smell  of 
rope  will  often  damage  lea»  macaroni,  flotir»  sugar,  etc.,  if  stowed 
near  each  other. 

White  manila  is  about  20  per  cent.,  and  coir  about  90  per  cent, 
lighter  than  tarred  hemp  rope,  size  for  size. 
Bundles  of  the  old  rope  often  avoage  165  lbs.  each. 
20  cwt.  should  stow  in  135  feet. 

RUM. — ^Exported  from  South  America  and  the  West  Indies  in 
puncheons,  hogsheadsr  «lc*  Sugar  and  rum  are  often  shipped 
together  in  the  same  hold. 

The  following  is  the  method  of  stowage  usually  adopted  by  sailing 
vessels  in  the  tiade.  To  allow  the  free  drainage  of  the  molasses 
wooden  spars  are  laid  athwartships,  and  spars  <^  lancewood  fore- 
andi-aft.  The  ground  tier  is  commenced  with  a  row  along  the  keel- 
son on  both  sides,  fore-and-aft.  Next  place  a  row  Burton-fashion 
behind  these,  and  fill  up  with  another  row  fore-and-aft.  Second  tier 
il  fore-and-aft ;  third  tier,  end  up  ;  fourth  tier,  Burton  form,  the 
after  part  of  the  main  hatch  to  the  after  part  of  the  fore  hatchway, 
and  the  rest  fore-and-aft. 

in  the  'tween  decks  place  the  rum  puncheons,  all  the  wing  casks 
Bbrton  fonn,  others  lore-and-a^,  with  pimento  or  ginger  on  tq>. 


SA'GO. 


197 


All  the  casks  (which  must  be  bedded  and  chocked)  should  be  bilge 
free  and  bungs  up. 

20  cwt.  of  rum  in  hogsheads  stow  in  70  feet. 

20  cwt.  of  rum  in.bottles  and  cases  stow  in  66  feet. 

RY£«— In  bags,  20  cwt.  stow  in  58  feet.    Stow  as  seed. 

SAFFLOWER,  or  BASTARD  SAFFRON.-A  rather  handsome 
annual  herb,  reaching  2  or  3  feet  in  height,  cultivated  in  the  East 
for  its  flowers  and  seed.  The  fonner  are  picked  and  pressed  into 
cakes,  then  carefully  dried.  It  is  used  as  a  dye,  and  sometimes  to 
adulterate  saffron,  which  is  more  valuable.  From  the  seed  a  lifrht 
yellow  transparent  oil  is  pressed  which  is  supposed  to  be  the  principal 
ingredient  of  Macassar  Oil.  Packed  in  bales  and  boxes,  and  may* 
be  stowed  as  general  cargo. 

One  ton  of  20  cwt.  stows  in  about  55  cubic  feet. 

One  ton,  roughly  packed,  stows  in  about  71  feet. 

SAFFRON.— The  dried  orange-coloured  bud  of  the  crocus  sativui. 
It  is  an  article  of  considerable  value,  and  should  be  carefully  stowed. 
20  cwt.  requires  71  feet. 

SAGO.— A  variety  of  starch  extracted  from  the  celluiartiaBue  of 
the  sago  pahn  {Sagus  Rumphii).  The  inside  or  pith  of  the  tree  i$ 
scooped  out  and  beaten  in  water  to  separate  the  starchy  gnumles. 
which  is  used  as  food.  To  prepare  the  round  pellets  known  in 
Europe,  the  starch  is  spread  out  and  dried  in  the  sun.  then  brolm 
and  pounded.  It  is  usually  packed  in  boxes,  bags,  or  casks,  and 
should  only  be  stowed  among  dry  goods,  free  fwwn  any  decaded 
odour.    It  is  considered  choice  freight  abroad. 

Bags  weigh  about  112  lbs.  each.    Boxes  about  200  lbs.  each. 

One  ton  of  20  cwt.  stows  in  about  55  cubic  feet 

SAL.AMMONIAG.^S«r  Ammonia. 

SALT.— Salt,  in  bulk,  requires  no  dunnage,  if  the  ceilings  are  high 
and  say  18  inches  off  the  bottom  of  the  ship.  Small  vessels  carrying 
caigoes  of  store  salt  require  dunnage.  Common  salt  stows  heavien 
than  table  salt.  A  small  vessel  capable  of  carrying,  say,  3o(»  ton^ 
erf  the  fbrmer  will  be  full  with  275  tons  of  the  latter.  The  deprecia- 
tion to  be  provided  for  in  the  B.L.  to  protect  the  ship  should,  for 
coastmg  voyages,  be  5  per  cent.  ;  foreign  voyages,  5 1  to  7  per  cent. 
The  evaporation  caused  by  salt  in  a  hold  is  great,  and  other  goods 
of  a  perishable  nature  will  often  get  damaged  thereby.  Casks  of  salt 
stowed  in  a  generalcaigo  will  cause  the  articles  next  to  become  damp. 
It  is  considered  that  salt,  like  grain  in  bulk  should  have  shifting 


19S 


InmviIs  pmpeu^  itted.  Care  should  be  taken  to  stow  this  article 
away  fmm  iron,  or  any  caiigio  iidy  to  sustain  damage  by  rust  or 
damp. 

In  Afiilt  1891,  the  SS.  "  Holyrood,"  Captain  Reet,  loaded  4,100 
tuns  of  conmion  salt  in  Aden  to  Calcutta.  The  cargo  wiui^owed 
wilhout  dunnage,  but  mats  were  used  to  cover  all  ironwork.  She 
4tm  23.7  mean,  and  had  300  tons  of  coal  in  the  bunkers  to  ship's 
use.  Subsequently,  with  a  f  uU  cargo  of  3,800  tons  of  wheat  and  300 
tons  of  coal,  she  left  Calcutta,  drawing  23.7  niean. 

A  bushel  of  salt  weighs  56  lbs. 

The  ordinary  barrel  wdighs  280  lbs.,  measures  6  ft.  6  ins. 
One  ton  of  bulk  salt  slows  in  about  37  cul»c  feet. 

SALT,  CMoriiio  of  Sodium  (Gommon  Salt),  is  an  extremely 
abundant  substance  in  nature.  It  is  found  ^  rocky  deposits,  biine 
springs,  and  extensive  beds.  The  waters  of  the  ocean,  and  some 
inland  seas,  hold  it  in  solution.  From  these  various  sources  it  is 
prepared  for  use  as  a  condiment  in  food,  and  the  raw  material  is 
extensively  used  in  chemical  manufactures/  Salts  in  chemistry 
include  a  great  variety  of  c(»npound  substances,  concerning  which 
no  general  statement  can  be  made  here. 

SALTPETRE,  Nitrate  of  Potash.— The  stowage  of  saltpetre 
requires  care,  and  it  should  not  be  near  inflammable  articles. 
When  mixed  with  oil,  tallow,  grease,  etc.,  it  has  some  of  the 
properties  of  gunpowder,  only  requiring  a  light  to  blow  the  bottom 
out  of  the  ship,  or  do  other  serious  damage  below.  From  its  weight 
this  article  should  be  stowed  low  down.  If  other  dr^^  goods  are  put 
over  it  there  should  be  single  or  double  mats  and  a  layer  of  dunnage 
to  separate  both,  or  the  moisture  caused  by  the  nitre  may  cause 
damage.  Before  stowing  saltpetre  in  a  hold  where  oil  has  been 
previously  carried,  the  bilges  should  be  thoroughly  washed  out  ;  the 
mixed  drainage  from  oil  and  saltpetre  is  said  to  form  a  highly 
dangerous  compound. 

"  Stevens  on  Stowage  "  says  : — "  Saltpetre  is  considered  one  of 
the  most  risky  articles  to  deal  with  on  the  long  list  of  imported 
goods,  owing  to  its  liabiUty  to  be  washed  away  by  sea  water,  while 
other  goods  are  often  more  or  less  damaged  by  it." 

Saltpetre  should  not  be  stowed  over  sugar  ;  its  specific  gravity  is 
greater,  and  it  is  liable  to  less  injury  from  sugar  than  sugar  is  from 
it.  Sugar  will  alter  the  colour  of  saltpetre,  and  it  is  better  for  both 
that  they  should  not  be  stowed  together. 

One  ton  of  20  cwt.  stows  in  about  36  feet. 


SALT  WATER. 


SALTS,  EPSOM — Packed  in  casks,  kegs,  etc. 
20  cwt.  in  casks  stow  in  60  feet. 
20  cwt.  in  kegs  stow  in  55  feet. 

SALT  WATER. — ^A  cubic  foot  of  sea-water  weighs  64  lbs.,  and 
35  cubic  feet  of  sea-water  weigh  one  ton  <rf  ao  cwt.  At  the  bottom 
erf  the  ocean  the  water  is  only  a  few  degrees  above  freezing-point. 

The  following  table  represents  the  pressure  in  lbs.  on  the  square 
inch  at  various  depths  of  salt  water 

10  ft.  4  lbs.  on  the  sq.  in.  90  ft.  39  lbs.  on  the  sq.  in. 

20  ft.  8ilbs.  „  iooft43ilbs. 

30  ft.  I2i  lbs.  „       no  ft.  47f  lbs. 

40  ft.  i7i  lbs.  „       1380  ft.  52 J  lbs. 

50  ft.  21  fibs.  „       130  ft.  56J  lbs. 

60  ft  26i  lbs.  „       140  ft.  6o|  lbs. 

70  ft.  30i  lbs.  „       150  ft,  65 J  lbs. 

80  ft.  34t  lbs.  „       200  ft.  86  lbs. 

The  Admiralty  hmit  for  divers  is  120  feet,  but  this  has  been  ex- 
ceeded on  occasions  by  private  firms,  so  far  as  to  depths  <rf  160  to 
180  feet,  in  the  recovery  of  treasure  from  wrecks.  A  d^  of  140 
feet  is  not  considered  a  great  risk  by  M essra.  Si^  Gonnan  &  Co. 

SANDAL  and  JAPAN  WOOD  should  be  treated  as  valuable, 
and  only  used  for  dunnage  ot  broken  stowage  among  dry  articles  not 
liable  to  damage.  Sandal  wood  is  very  heavy  and  sinks  in  water  ; 
salt  watCT  turns  it  bhick.  Care  shouM  be  taken  that  the  logs  or 
peces  are  neither  cut  nor  broken.  It  should  not  be  stowed  near  oiT, 
tar.  saltpetre,  etc 

SARSAPARILLA.— The  root  of  a  plant  ;  has  no  objectionable 
qualities.    Cases  containing  bottles  of  manufactured  saisaparilla 

should  be  stowed  as  beer,  spirits,  etc. 
Average  size  of  cases,  i  ft.  8  ins. 

SCHIST.— A  mineral  clay  having  a  strong  odour  (rf  tar. 
20  cwt.  in  cases  will  stow  in  62  feet. 

SCHOOL  SLATES.— Packed  in  cases  which  should  be  stowed  on 
their  edges,  fore-and-aft.   (See  Stationery.) 
20  cwt  stow  in  24  feet. 

SEALING  WAX — In  cases.   Should  be  stowed  as  dry  goods. 
SEED  LAC-^See  Lac. 

SEK>S^— Small  consignments  of  vegetable  and  flower  seeds 
should  be  packed  in  air-ti#t  mm  cases  when  required  to  pass  the 


mm 


impk&,  or  tlieir  genninatiiig  powers  will  be  destroyed.  When 
iteodving  seeds  of  any  kind  of  grain  or  ci  coSee  in  bags,  care  should 
be  taken  to  prevent  any  bags  bursting  in  the  slings  or  in  lowering 
them  down  the  hatch.  Damage  is  often  caused  by  putting  too  great 
a  number  in  one  hoist.  Some  seeds  require  special  care  in  stowing, 
and  to  be  kept  free  from  moisture  ;  if  possible,  nc  damp  or  mdst 
cargo  should  be  placed  near  them,  as  they  are  very  liable  to  become 
heated.  Seeds  generally  occupy  more  space  than  calculated  on,  and 
sometimes  lose  considerable  weight  on  board  ship ;  they  are  affected 
much  the  same  as  grain.  Bags  for  broken  stowage,  beam-fillings, 
hdes,  corners,  etc..  are  usually  taken  at  less  freight. 

Oil  se^ds  are  a  most  important  article  of  freight  from  the  East. 
They  are  usually  stowed,  being  light,  in  the  'tween  decks,  and  are 
shipped  all  the  year  round.  With  an  entire  cargo  of  seed,  ships 
require  ballast.  In  the  Black  Sea  and  the  Sea  of  Azof  whole  cargoes 
are  frequently  shipped  in  bulk,  when  strong  shifting  boards  are 
absolutely  necessary. 

One  Ion,  m  cwt.  or  2,240  lbs.,  rape  seed  stows  in  60  feet. 

„  „  mustard  seed  stows  in  60  feet. 

„  „        „  castor  seed  stows  in  84  feet. 

„  ,,        „  poppy  seed  stows  in  70  feet. 

20  cwt.  of  linseed  stow  in  about  58  cubic  feet. 
20  cwt.  of  canary  seed  stow  in  about  60  cubic  feet. 

SBiiOLIliA^-^  kind  0f  flour.   20  cwt.  in  bags  stow  in  60  feet. 

SENNA  LEAVES.— The  dried  leaiets  of  various  species  of  the 
large  leguminous  genus.  Cassia  ;  packed  in  bags  and  casks.  Should 
be  stowed  among  dry  goods  and  away  from  highly-scented  articles 
likely  to  impregnate  it  with  their  odour. 

20  cwt.  in  bales  stow  in  125  feet. 

SESAMUM  SEEDS.~In  bags,  measure  8  cubic  feet.  (100 
catties  of  tea  make  i  picul  =  133  lbs.,  but  the  catty  vaiies.)  In 
cases,  measure  4  cubic  feet,  weight  about  50  catties. 

SEWING  ]iAGiIIN£S«--Piicked  in  cases,  average  weight  of 
se!vei»l  slupiiients  245  lbs.,  measuiement  8  ft  11  ins.  each.  Other 
cases  of  279  lbs.  miitiiiie  9  ft  5  ins.  each. 

20  cwt.  stow  in  Si  feel. 

SHARKS^The  shark  is  becoming  a  prominent  element  in  the 
oxnmeice  of  the  Pkdfic.  Years  ago  the  fins  and  tails  only  were 
taken,  cut  of,  dried,  and  sold  to  local  traders,  but  now  German 
houses  buy  the  whole  skins  as  wdi.  They^iiie  shipped  direct  l« 


SHARKS. 


201 


Germany,  to  be  tanned  by  a  new  process.  Fins  and  tails,  bought 
for  five  cents  a  pound  in  trade  goods  at  the  Line  Islands,  fetch  from 
^50  to  £60  per  ton  in  Sydney,  where  they  are  bought  by  Chinese 
merchants  for  shipment  to  China.  Ocean  Island  in  o**  25'  S.  lat.  is 
the  headquarters  of  the  industry  ;  the  sea  is  infested  by  swarms  of 
sharks.  The  people  catch  them  with  rude  but  serviceable  tackle, 
and  sell  about  30  tons  of  fins  and  tails  a  year.  They  are  a  boisterous] 
intractable  race,  allied  in  race  and  speech  to  the  Kingsmill  Islanders, 
and  they  number  about  300.  Midway  Island,  in  the  North  Pacific, 
is  another  centre,  and  is  resorted  to  by  shark-catchers  from  Honolulu. 
Whaleships  now  find  it  profitable  to  take  all  the  sharks  they  can 
catch. 

SHARKS'  FINS,  etc.— This  article  has  a  disagreeable  odour, 
and  consequently  should  not  be  stowed  with  anything  liable  to  be 

damaged  thereby. 
20  cwt.,  in  bales,  stow  in  about  135  feet. 

SHELLAC  is  formed  by  melting  seed-lac,  straining  tl  thiviagii 
a  cotton  bag,  and  while  still  viscous  pressing  it  oot  between  flat 
stones  or  leaves  into  thin  scales.  Chemically  lac  is  a  mixliiie  of 
several  resins,  but  as  a  whole  it  is  soluble  in  a  solution  of  bomx. 
It  constitutes  the  principal  ingredient  in  ordmaiy  s^tling>wax.  .  A 
varnish  is  also  prepared  from  it  much  used.by  hatter  for  sti£fenin£ 
silk  and  telt  hats. 

It  is  generaUy  packed  in  cases  lined  with  cloth  or  fine  mats,  and 
can  then  be  stowed  as  general  cargo.  In  stowing,  keep  the  cases 
on  their  edges,  if  possible,  as  it  prevents  the  sheets  of  lac  adhering 
to  each  other  and  becoming  one  solid  block,  especially  in  hot 
weather  in  the  Ked  Sea.    {See  Lac.) 

Cases  of  shellac  alongside  at  Calcutta  ready  for  shipment  to 
Ignited  Kingdom  averaged  37  ins.,  by  24  ms.,  by  20  ins.,  about  10  ft 
4  ms.,  covered  with  gunny  cloths,  marked  and  numbered. 

20  cwt.  stow  in  about  83  feet. 

Average  weight  2  J  cwt.  each  ;  of  other  sorts.  20  cwt  in  85  feet. 
SHELLS,— In  bags,  20  cwt.  stow  in  65  to  80  feet.  (SeeGowries.) 
SHIFTING  BOAlU>S.~(5«i;  Grain).  "  Stevens  on  Stowage  " 
giving  extracts  from  the  report  of  S.  F.  Mackie,  Esq..  Lloyd's  Agent 

at  New  York,  upon  the  seaworthiness  of  vessels  with  grain  cargoes, 
say^s  i~- 

"  Bulk  grain  is  a  semi-flmd  who^  angle  of  repose  is  30**.  This 
11^  is  determined  for  perfectly  still  masses  of  grain  on  shore ; 
while  the  same  grain  when  afloat,  from  the  roUing  and  pitching 


202 


SHIFTING  BOARDS. 


motion  of  the  vessel,  would  only  have  a  repose  angle  of  15 and  as 
soon  as  the  list  of  the  vessel  exceeds  the  angle  of  repose  the  grain 
will  commence  to  move  ;  as  it  is  certain  that  a  vessel  will  roll 
through  a  greater  angle  than  15°,  it  is  almost  certain  that  bulk  grain 
will  move  more  or  less  every  voyage.  The  effect  of  shifting  boards 
is  veiy  great,  and  no  vessel  is  seaworthy  without  them  ;  if  their 
inimber  is  increased  the  seaworthiness  is  rapidly  increased,  and  by 
using  several  sets  the  shifting  uf  thr  cargo  is  practically  reduced  to 
an  insignificant  quantity.  W  ith  one  set  of  shifting  boards  it  is  quite 
possible  that  many  vessels  aro  hardly  seaworthy,  but  there  can  b( 
no  doubt  that  any  vessel  is  seaworthy  when  she  has  two  or  throe 
sets.  If  it  were  possible  to  keep  the  hold  full  of  grain  there  could 
be  no  shifting,  but  as  grain  settles  tliis  is  impossible.  Men  of  great 
experience  say  that  with  careful  trimming  this  settlement  will  be 
from  5  to  7j  per  cent,  of  the  depth  of  the  hold,  and  with  slack 
trimming  of  course  it  will  be  much  more.  It  is  unquf  stionable  that 
grain  moves  under  shifting  boards  which  do  not  extend  from  deck 
to  ceiling.  The. value  of  good  shifting  boards  can  hardly  be  over- 
estimated. If  they  are  not  strong  enoiigli  and  give  way,  th<'  vessel 
is  utteriy  at  the  mercy  of  the  waves,  and  only  requires  to  meet  with 
suliidently  bad  weather  to  go  to  the  bottom.  Once  she  gets  a  bad 
Hst  no  seamanship  can  save  her,  as  once  on  her  beam-ends  she  must 
infallibly  go.  It  would  be  idle  to  cut  away  the  masts  in  the  vairi 
Impe  of  saving  her ;  yet  until  the  wave  came  which  gave  that  one 
too-deep  roll,  and  before  which  there  was  no  sign  to  .  betray  her 
instability,  she  would  act  as  if  she  were  a  stiff  seaworthy  ship.  ' 
(Feeders,  see  CSfsin.) 

SHOE  P£GS^G<»ierally  packed  in  tMurels,  containing  4  J 
bushels  each ;  measurement  about  7  cubic  feet. 
Weight  im  to  125  lbs.  each  barrel.   Stow  as  dry  goods. 

SHOYU,  OR  SOYUR. — A  sauce  much  used  for  cooking,  etc..  m 
China  and  Japan.    Packed  in  tubs  and  casks.    (See  Soy.) 

SILK.^Usually  packed  in  boxes  or  bales  and  considered  choice 
freight ;  to  be  caiefally  stowed  in  a  part  of  the  hold  where  it  will  be 
secure  from  damage.  Silk  should  not  be  stowed  near  dl,  tar.  grease, 
iron,  or  ii«ir  the  combings  of  the  hatches,  where  it  might  get  injured 
by  leakage  from  above.  Being  a  valimble  article,  it  should  be  taken 
in  and  tallied  caiefuiy  by  an  officer.  Provision  should  also  be  made 
to  prevent  the  stevedore's  men  from  broadiiiig  the  packages  when 


SILK. 


203 


Fine  5fl^— (Cantoii).~In  bales.  Weight  115  lbs.  gross,  107  lbs. 
net.   Eight  bales  stow  in  40  cubic  feet. 

Wiute  Silk — One  bale  measures  8  cubic  feet,  and  weighs  138  to 
142  lbs.  gross,  net  weight  i  picul ;  5  bales  to  a  ton  measurement. 
Value  I50  to  $75  per  bale. 

Japanese  waste  silk  (the  combings  aft^  the  silk  is  drawn)  emits 
an  offensive  esdialationi  injurious  to  tea. 

PunptmSilk — ^Packed  in  cases  measuring  8  cubic  feet,  and 
weighing  i  picul  net.   Value  $130  to  $140  per  picul. 

YeUow  SUk. — ^In  cases  8  cubic  feet  each,  and  weighing  i  picul  net. 
Value  I350  to  $400  per  picul. 

Silk  Piece  Gbor^s.— Backed  in  tin-lined  cases  ;  measurement  and 
weight  vary  accoiding  to  size  of  packages.  To  India,  generally  the 
cases  measure  from  9  to  20  cubic  feet,  and  weigh  from  2  to  3  piculs 
gross. 

Floss  SUk, — In  cases  measuring  5  to  6  cubic  feet  and  weighing  i 
picul  net.  Sometunes  put  lip  in  cases  weighing  half-picul  net. 
Value  $400  to  $500  per  picul. 

20  cwt..  in  bales,  slbuld  stow  in  65  feet ;  20  cwt.  silk  waste  m  130 
feet  (uncertain).   A  catty  of  silk  equah.2f  lbs. 

Bales  of  silk.  20  cwt.  should  stow  in  xoo  feet. 

Cases  ot  silk  piece  giMs  are  said  to  stow  20  cwt.  in  112  feet. 

SILVER.— Fme.  6ij3  lbs.  equal  one  cubic  foot.  Standard.  658 
lbs.  equal  one  cubic  foot.    {See  Gold,  etc.) 

SKINS. — Bales  of  skins,  or  dried  hides,  shipped  at  Sicihan  and 
other  Mediterranean  ports,  often  apparently  free  from  objectionable 
qualities  when  alongside,  should  not  be  stowed  in  a  hold  or  compart- 
ment with  macaroni,  flour,  or  any  article  liable  to  damage  by  the 
strong,  pungent,  creosote  smell,  which  they  are  sure  to  cause  when 
confined  below  on  the  voyage.    {See  Hides.) 

SLATES. --When  shipped  loose,  roofing  slates  stow  on  their  edges. 
School  slates  are  generally  packed  in  cases,  and  are  awkward  to 
move,  being  heavy.    Avoid  rough  handling. 

Cases  500  to  too  lbs.  each,  measure  6  ft.  8  ins.  20  cwt.  stow  in  24 
feet. 

SLEEPERS. — Wood,  steel,  or  iron  pot  sleepers  are  generally 
carried  in  a  part  of  the  hold  among  machinery  or  heavy  goods. 
When  made  of  wood,  they  are  often  painted  or  impregnated  with  tar 
or  creosote  {see  Creosote),  and  consequently  emit  a  strong  odour. 

It  is  not  unknown  to  have  whole  caxf oes  of  foodstuffs  mined  by 
being  stowed  in  the  hold  which  has  recently  contained  creosoted 


204 


SOAP. 


goods,  90  that  the  utmost  cane  must  be  taken  to  have  the  holds 
thofoni^y  cleaiiaed  alter  they  are  dischaii^ed. 

20  cwi  steel  sleepers  stour  in  22  feet. 

Cast  iron  pot  sleepers,  20  art.  in  37  feet. 

Steel  hioad-gatige  sleepers,  20  cwt.  in  38  feet 

Hard  wood  sleepers.  20  cwt.  stow  in  50  feet. 

SOAP.— Manufactured  soaps,  packed  in  cases,  etc. ,  generally  free 
fttun  objectionable  qualities,  may  be  stowed  in  any  safe  place  below. 
Soft  soap,  however,  should  be  kept  apart  from  dry  or  perishable 
articles,  as  in  hot  weather  it  will  often  run  and  damage  other  goods. 
When  stowed  in  kegs  it  often  gets  entirely  adrift. 

Large  shipments  of  manufactured  soap  are  made  between  Mar- 
seiUes  and  U.K. 

Marseilles  boxes  weigh  on  an  average  25  lbs. 
Admiralty  allows  11  half-hog^ds,  or  24  smaU  casks,  to  a  ton. 
Boxes  from  U.K.  weigh  about  112  lbs.,  measure  24  by  16  by  12 
Inches. 

Boies  from  U.K.  weigh  about  336  lbs.,  measure  45  by  16  by  16 
inches. 

New  York  boxes  weigh  500  lbs.,  measure  14  cubic  feet. 
Crates  weigh  400  lbs.,  measm:e  7  cubic  feet ;  one  ton  of  20  cwt. 
manuiu^ured  soap  in  boxes  stems  in  46  feet. 

^  *  SOUA. — Casks  of  soda  should  not  be  stowed  with  dry  goods,  for 
in  the  hold  it  will,  like  salt,  cause  a  dampness  all  round  about.  When 
carried  with  general  cargo,  in  large  quantities,  a  part  of  the  shq> 
should  be  used  specially  for  such  articles. 

20  cwt.  or  1  ton  of  soda,  in  casks,  stows  in  about  54  cubic  feet. 

One  bag  of  soda  measured  3  ft.  2  ins.  by  i  ft  il  ins.  by  11  ins. 
5  ft.  7  ins.,  and  weighed  2  cwt. 

20  cwt.  should  stow  in  57  feet. 

SOY  (in  €a8ln)«_A  sauce  used  in  China  and  Japan.  Measure 
12  feet,  weight  i  picul  net.  Stowage  required  on  bottom  of  hdd. 
Treat  as  moist  goods.  [ 

SPECJE.— The  following  are  legal  tender  up  to  and  including  the 
annexed  amounts : — 

'  G<^  coins    .      .  .  up loany amount 

Silver  coins  .      .  .  „  ^2. 

Id.  and  )d.  corns  .  „  'm 

Vp.  coins  (farthiog^)  .  64 


Of  the 
British  Royal 
WtoL 


-II 


SPECIFIC  GRAVITY. 


205 


Bank  of  England  notes  are  legal  tender  in  England  ind  Wales 
(except  by  the  Bank  of  England  itself).  A  creditor  cannot  be  com- 
pelled to  give  change.  If  a  debtor  requires  a  receipt,  he  must 
prepare  it,  stamp  it,  and  offer  it  for  signatm-e  to  his  creditor,  who  by 
refusal  to  sign  renders  himself  liable  to  a  penalty.  The  actual 
notes  or  coins  must  be  produced  by  the  debtor,  and  offered  in  pay- 
ment, otherwise  "  legal  tender  "  has  not  been  made.  (See  Gold  and 
Silver.) 

SPECIFIC  GRAVITY.— The  weight  or  sp.  gr.  of  a  body  is  the 
proportion  it  bears  to  the  weight  of  another  body  of  known  density 
or  of  equal  volume,  and  which  is  adopted  as  a  standard. 

Water  is  well  suited  for  such  a  purpose,  and  a  cubic  foot  of  fresh 
water  at  60*  F.  weighs  approxmiately  1,000  ounces  =  62.321  lbs. ; 
a  gallon  of  water  =  10  lbs.  Its  weight  is  taken  as  the  unit  for  com- 
parison in  the  following  Tables,  whkh  give  the  specific  gravity  for 
most  of  the  articles  named  in  "  Notes  on  Stowage,  etc," 

SOIilBS. 


Substances. 
Aluminium,  cast 


Antimony 

Ajtscsqic       •       •       hi.  • 
Barium 
Bismutii 

Boron  .... 
BkiM.  sheets,  cop.  75.  anc  25 
„    yellow,    „  66,  34 
muntz,  cop.  60,  zinc  40 
plate 
cast 
,,  wire 
Bromine 

Bronze,  gun  metal 
„    ordinary  mean 
„    cop.  84,  tin  16 
•  tf     >*    81,      19  • 

small  bells.cop.  as.tin  65  8060 

.,    copper^6,  tin  74  •  739© 

Cadmium          .  .  8650 

Calcium     .     •  .  1580 

Chromium        .  .  5900 

Cinnabar    i      .  .       .  8098 

Cobalt       .  8600 

Cohunbtnm  *    .  .  6000 


METALS. 


Sp,  Gf. 

2560 
2670 
2700 
6712 

5763 
470 

9823 
2000 
8450 
8300 
8200 
8380 
8100 
8214 
3000 

8750 
8317 
8832 
8700 


Sub^nces. 

Sp.  Gk 

Copper,  cast 

8788 

„  plates 

8698 

„     wire  and  bolts 

8880 

ordinary  mean 

8880 

Gold,  pure  cast  . 

19258^ 

hammered 

1 9361 

22  carats,  fine  . 

17486 

15709 

Iridium  .... 

X8680 

hammered 

23000 

Iron,  cast,  gun  metal 

7308 

minimum 

6900 

maximum 

7500 

„    ordinary  mean  . 

7207 

„    mean,  Eng. 

7217 

cast,  hot  blast  . 

7065 

cast,  cold  blast  . 

7218 

,,    wrought  bars 

7788 

wire  . 

7774 

rolled  {dates 

7704 

„  avwage 

7698 

Eng.  rails  . 

,.      Lowmoor  . 

pnrc  . 

8x40 

ordinary  mean  . 

7744 

Lead,  cast                .  ;  . 

1 1352 

rolled      •      •  - 

"3^ 

II 


I 


SPECIFIC  GRAVITY 


Sp.  'Iff.  SitbManm$. 


Lifhium 
Magnesium 


»»(8»  below 

„|i^(flr^-ffit) 

Molytideiiiiiii 


Osminai  • 
I^Uadium  . 
Piatiinim,  hiifBififtfifi 


Botaawanm  .99* 

Redlead 

Rhodiuin 

RnbidiiMii 

RutiMBiuiii 


SilWt  pmV'  cast 


Alde^ 


590 

1750 
8000 
Ztro)  15632 
13598 
13569 

.  13370 
8600 

8800 

8279 

10000 

1 1350 

■  20337 
iGooo 

22069 

865 

8940 

10650 

.  .  1520 

8600 

^  5500 

.  10474 

10511 


India 
Bojcwood,  Brazil 
France 

Bnilet-'ipood 
fiNitteruat 
ichy 


pine  • 
ffumn  DQViies 
oak 

soft  wood  . 
CClVlinMMI  . 


Cork 

CjffMnest,  Spanish 
Dogwood...' 
Ebony,  AnwfiGBn 
liidlui 

^£lder 


Sodium 

Steel,  mininnim 
nuudmiun 

plates, 
soft 

tempered  and  hardened 

Wftlv  •  •  • 

blistered  . 
crucible 


ordinary  mean 
Strontium 
Tellnrivm 

Thalium 

Tin.  Cornish  hammffred 

,f  pur© 
Titanium  . 
Tungsten 
Uranium 
Wolfram 
Zinc,  cast 
,,  rolled 


WOODS  (Dfy), 


970 
7700 

7900 

7806 

7833 
7818 

7847 

7823 
7842 
7848 
785a 

7»34 
2540 

61 10 

I  i8jo 

7390 
7291 

5300 
17000 

18330 

71 19 
6861 

7191 


800 

Elm 

-  570 -'>7 1 

793 

•800 

690-845 

Erroul.  India 

10 14 

400 

Filbert 

600 

822 

Fir.  Norway  SfHTUCB  . 

512 

690-852 

t,  £)antzic 

582 

567-720 

Ftostic 

970 

898 

Greenheart,  or  S^iifi 

f055 

Gum.  blue 

843 

1328 

,,  water 

1000 

912 

Hackmatack 

592 

Hawthom 

910 

Hazel 

860 

913 

•  Homlodc  . 

368 

561 

HBckoiy,  pig-nut 

792 

1315 

shell-bark 

690 

441 

HoUy 

760 

380 

Ironwood  . 

990 

1573 

Jasmine 

770 

280 

Juniper 
khair,  India 

566 

1380 

1171 

715 

Lancewood,  WWn 

790 

610 

Larch 

•  S44-560 

'726 

Lemon 

703 

1040 

'9410 

Iigniini*vitao  . 

■  650-1333 

Lime         .      .  . 

804 

644 

Linden 

604 

756 

Locust 

728 

1331 

Logwood 

913 

1209 

Mahogany 

720-1063 

695 

M     Honduras  • 

560 

iirtlAVlI  »  . 

Sub'itayces. 

5^-  Gf. 

Sub^ances. 

« 

Mahogany,  Spanish 

852 

Pine,  white 

Maple     '  . 

7SO 

vellow 

Bird's  Eye 

576 

Norway 

Mastic 

849 

Pomegranate 

Mulberry 

.  561-807 

Poon 

Oak.  African 

823 

Poplar 

Canadian  . 

872 

,.  white 

,,  Dantzic 

759 

Quince 

.,  English 

858-93^ 

Rosewood 

M  grecin 

1 146 

Sandalwood  (sinks) 

,.   heart,  60  years  . 

1170 

Sassafras 

..   live,  green 

1260 

Satinwood 

seasoned  . 

1068 

Spruce 

860 

Sycamore 

Olive 

680 

Tamarack 

Orange      '  . 

r^5 

Teak  (African  oak) 

Pear          .  . 

661 

VValnut 

Persimmon 

710 

,.  black 

Plum 

785 

Willow 

Pine,  pitch 

660 

Yew.  Dutch 

red    •      •  • 

590 

..  Spanish 

(Well-seasoned  Woods.) 


Cherry 
Cypress 
Hickory,  red 
Mahogany,  St.  Domingo 


722 
624 

6<)0 
441 

838 
720 


Pine,  white 
yellow 
Poplar 

White  oak,  upland 
„       „   James  River 


STONES,  EARTHS,  E/c. 


Alabaster,  white 

yellow  . 

Alum 

Amlier 

Anil>ergris 

Asbestos,  starry 

Asphalt 

Barytes,  sulphate 
Beton,  N.Y.  St.  Con'g  Co 
Basalt 

Bitumen,  red 

„  brown 
Borax 
Brick 

pressed 
.,  tire 

work  in  cement 
ft       •»    »»  mortar 

Cailion 

C«ment,  Portland 
Roman 

Chalk 


with  gravel 


2730 

2699 
1714 
1078 
866 
3073 
2250 
40Q0-4865 

2305 
2740-2864 
1160 
830 
1714 
1367-1900 
2400 
2201 
1800 
1600-2000 

3500 
{300 

1560 
1520-2784 

1930 
2480 


Coal,  Anthracite 

Borneo 
..  Cannel 
„  Caking 
„  Cherry 

ChiU 

Derbyshire 
„  Lancaster 
„  Maryland 
„  Newcastle 
,,    Rive  de  Gira* 
,,    Scotch      .  t 
,.  Splint 

Welsh,  mean 
Coke         .  , 
..    Nat  '1.  m 
Concrete,  in  cement  . 
mean 

Earth,  common  soil,  dry 
looso       .  » 
moist  sand 
mould,  fresh  . 
„  rammed 
rough  sand 


207 

Sp.  Gr. 

554 
461 
740 

1354 
580 

383 
529 

705 
728 

482 
885 
500 
623 

383 
657-980 
671 
500 
486-585 
788 
807 


473 

541 

587 
687 

759 


1350-1640 
1290 

I 238-1 318 
1277 
1276 
1290 
1292 
1273 

1355 
1270 

1300 

^^59-1330 
1302 

1315 
rooo 

746 

2200 

2000 

r2i6 

1500 

20'^«» 
2050 

r6oo 
1920 


SPECIFIC  'GRAVITY, 


4 


Xirtli,  with  girnvd 
'potteiB* 
..    mdit  vesetmbla' 


Peldspar 
Flint,  black 


1900 
1400 
4000 


*m„.   J  

■frXQOIKlllc 

FM,  Warlich's 
lignite 

„  crown 
flint 


1320 
1150 
1300 


•» 


umite 
window 
solnlile 
C^eiss,  common 
dmaite,  Egyptian  rod 
Butnpeoo 
,«  Qnincy 
•f      Scotch  . 

Susqiiebaiuui 
t»  ft  guy 

Giapltite 
Giavel.  oommon 
Grindstone 
GyiMom.  opaque 
Hone.  wbxt9,  imior 
Hornblende 
Iodine 

Ijivm.  V«tuviitt 

Lias  .... 
Lime,  quick 

bfdiBiiliC: 

gveen 
lia.  carbonate  . 
ore     .  . 
.Mtilile,  Adelaide 
Airican 

Biscayan,  Utck 
Carrara 
common     .  . 
Egyptian 


jmian 

Vemant,  while 


t>  tonipi 

"^^^^^^'^WWe^lW       pi    mm  'll^WiPIWIpr 

„  granite 
,«  limestone 


2487 

2642 

3450 
2892 

2642 

1250 

270 

2640 
2652 

jjjlllHQjlljll^ 

2800 

2aoO' 

1749 
2ii| 

20^70 
2540 
4940 
1710-2810 

1350 

174s 

•400 

S^^94 
2715 
2708 
2695 
2710 
2666 
2668 
s<f49 

2'70o 
2838 
26^ 

•I'M! 

I73P 
2340 

2640 
2640 


■ 

If aaonrv.  sandstoiie 

It    IVNI^Il  'WOfk 

Mica 
Millstone 

quartz 

Mortar 
Mud  . 

Mod.  wet  and  fluid 

**    »»     •>  » 
Mine 

Oyster-shell 
Paving-stone 
Peat,  Irish;  light 


very  dense 
.,  black 
Hioqihorus 

tt     t*     n  dry 
Plumbago 
Porcebdn.  China 
Porphyry,  red  . 
Pumice-^tone 
Quarts 
Red  lead  . 
Resin 

Rock  crystal 
'lipcten-stone 
Salt,  common 

Saltpetre 
Sand,  icoafiif' 
oommon 
..  danm  and  loose 

^rtar.  Ft.  Richm'd 
Brooklyn 

siikMos 
Sandstone,  mean 

„        Sydney    .  . 
Schorl 
Scoria, 
Sewer 
Shale 
Slate 

Smalt 
Soapstone 
Spar,  calcareous 
,.  iekl.  bine 


.,  flnor 
Specular  on 
Stalactite 


5^.  Gf. 

2160 
2240 
1600 
2800 
2484 
1260 

1384-1750 
1630 

1782 

1920 

1900 

2416 

278 

675 
I058-I329 

1770 

II 76-3400 
1400 

2^00 

23PO 

2765 

915 
%0 

1089 

1981 
2130 
2200 
2090 
1800 
1670 

139a 

1420 
1659 
1 716 
1 701 
2200 
2237 
3170 
830 
2250 
2600 

2672>2900 

2784 

a440 
2730 

2735 

2693 

2704 
34»> 


A 


SPECIFIC  GRAVITY. 


Substances. 

Stone,  Bath  (English) 

Blue  HiU 

BInestone  (basalt) 
„     Breakneck,  N.Y.  . 
,.     Bristol  (Engl.) 
„     Caen,  Normandy 

common 
..     Craigleith  (Scotland) 
„     Kentish  rag 
„    JpEp's  Bay,  N.Y.  . 


Sp.Qf,  Sutstmces. 


1961 

2640 

2625 

2704 

2510 

20'76' 

2320. 

2316 

2651 

«759 


Stone,  Norfolk  (Parliament 
House) 

Portland  (Engl.) 

Stat  en  Isl'd.  N.Y.  . 

Sullivan  Co.  „ 
Sulphur,  native 
Terra  Cotta 

Tile   

Trap 


Sp.  Gr. 

2304 
2368 

2976 

2688 
2033 

1952 
1815 
2720 


Dnlnth.  Minn.,  dark  . 
Fan  JUver,  Mass.,  gre>».- 
Garrison's,  N.Y. 
lersey  City,  N.  I.,  soap 
Keene,  NiH.,  bluish  grey 
Maine 

Millstone  Pt.,  Conn.  . 


GRANITE. 
{G$m't  Gillmore.  U.S.A.) 


2780 
2635 
2580 
3030 
2656 

2706 


New  London 
Quincy.  Mass..  light 
Ricdunond,  Va  . 

grey 

St^ten  Island,  N.Y. 
Westdiester  Co..  N.Y 
Westerly,  R.  I.,  grey 


2660 
2695 
2727 
2630 
2861 

2655 
2670 


LIMESTONE. 
(Gm'l  GiUmore,  US. A.) 


Baidstown,  Ky.,  dark 
Caen.  France 
Canajoharie.  N.Y. 
Cooper  Co..  Mo.,  d'k  diab 
Erie  Co.,  N.Y..  blue  . 
Garrison's,  N.Y. 
Glens'  Falls  ., 


2670 
1900 
2685 
2320 
2640 

a635 

2^700' 


Joliet.  lU..  white 
Kingston,  N.Y. 
Lake  Cham  plain.  N.Y. 
Lime  Island,  Mich.,  drab 
Marblefaead,  Ohu>,  white 
Hsrqnette,  Mi<di.,  drab 


2540 
2690 

2750 
2500 

2400 

2340 


Stuigeon  Bay,  Wis.,  bluish  dimb  2780 


Dorset,  Vt. 

East  Chester,  N.Y. 

Italian,  common 


MARBLE, 
(Gm'l  GUlmon,  U.S.A.I 


2635 

2875 
2690 


MiU  Creek.  111.,  drab 
North  Bay.  Wis. 


2570 
2800 


SANDSTONES. 
{Gm'l  GiUmme,  U.S.A.j 


Albion.  N.Y.,  brown  .       .  2420 

BeUeville,  N.J..  grey  .       .  2259 

Berea,  CNiio,  drab  21 10 

Cleveland,  Ohio,  olive  green.  2240 

Edinburgh.  Scot  ,  Craigleith  2260 

Fond  du  Lac,  Wis.,  purple  2220 

Fontenac.  Minn.,  light  buff  2325 

Haverstraw,  N  Y  ,  red       .  2130 

Kasota.  Minn.,  pink         ,  2630 

Stowage 


Little  Falls,  N.Y.,  brown  .  2250 

Marquette.  Mich.,  purple  .  2285 

Masillon,  O.,  yellow  drab  .       21 10 

Medina.  N.Y.,  pink    .  2410 

Middletown,  Ct..  brown  2360 

Seneca,  Ohio,  red    .,  2390 

Vermilion.  Ohio,  drab  2160 

Warrensburgh,  Mo.    .  214© 


210 


SPECIFIC  GRAVITY 


Agate       .  , 
Aineth3nt 
Carneliiaii 
Ouyaoltte 

1.  Oriental 
Be 
pure 


aiii 


Garnet 


black 


PRECmUS  STONES, 

S590 

3920 
3613 
278s 

33*1 

3520 
3950 

4X89 

3750 
,2610 

MISCELLANEOUS. 


|«t 

Lapii  lasoli 
Idlalaciiile 
Onyx 
Opal 

Pearl,  Oiictttil  . 
Ruby 

Sapphire  , 
Topaz 
Tonrmalint 
Turquoise 


Amber 
Atmospl 


Air 


uaoipiiiMr 

Caontcboiic 

Cotton 

Err 

Fat  ot  Beef, 
Mutton. 

Fla*  . 


Oats 
IKHieat  . 

JF%  '  41 ""  a 

tinnpdiiatf,  loose 
I,  shaken 
■olM 


Acsicit  Acetic 
{I  CStric 


ti 


solifl 
„  Sulphuric 
Akioiiol,  pure.  60" 

95  P**  ceni.  . 

»•  80  #t  • 
*»     ^o      Ml  • 


Fluocic 
Mufiatie 
Nitric 
Nitrous 


1090 
.  -00129* 

9|S 
988 

93P 

9SO 
1650 

1090 

9*3 
1790 

1222 
I26I 

500 

750 
1452 

900 
•  1000 
tSfO-tSOO 


Hay,  old  compact 

Horn  . 

Human  body 

Ice,  at  32* 

Indigo 

Isinglass 

Ivory 

Lard 

Leathw 

Aifastic 

M^rrrfa  . 

mtro-iviyveiine 

Opium 

Resin 

Soap,  Castile 

Spermaceti 

Starch 


e6« 


Tallow 
Wax 


1300 

4020 
2700 
2090 
2650 
3980 

3994 
3J0O 

3070 

2750 


980 
1288 
1689 

•  1070 

922 
1006 
iiii 
1825 

947 

960 

1074 
i3io 

tfioo 

1336 

2100 
1089 
I07I 

943 

930 
1606 
•97»-i326 

•  94K 
.  964-970 


ufums. 


1062 
667 

1034 
152 1 
1500 

f200 
1217 

2800 
1849 

794 
816 

863 
m 


Alcohol,  40  per  cent,  . 
»»      25      „  . 
f,      10      »»       •  • 

f»        5  »« 

proof  spirit,  50  per 

cent.,  6o* 
peoof  spirit,  jo  per 
cent.,  80* 
Ammonia,  27-9  per  cent..  . 
Aquafortis,  double 

'  „         single  . 
Beer         •      •      .  « 
Ben.zine  .  * 

Bitumen,  liquid 


931 

97» 
986 

992 
934 

875 
891 
1300 
1200 

1034 

8:50 

848 
1045 


SPECIFIC  GRAVITY. 


211 


Substances.  Sp.Gr.     Substances.  S#.  Gr. 

Brandy.  83  or  85  p. 
Bromine 
Cider 

E^er,  Acetic 

Muriatic  . 
.,  Nitric 
Su^uric 

Honey 
Milk 

Oil,  Anise-seed  . 

„  Codfish 

Linseed 
,,  Naphtha 

Olive 
. ,  Palm 

..   Parafito  at  6o<* 

Petrol 
..  Petroleum  . 
,.  Rape 
,.  Sunflower  . 

SPELTER — Ametalof  brilliant  white  colour,  with  shade  ol  blue. 
In  large  shipments  it  is  generally  built  up  in  a  column  near  the 
hatch.  It  has  been  found  vaty  convenient  for  trimming  or  stifiening 
ships  with  tight  or  general  cargo.  Spelter  and  tile  copper  require 
to  be  stowed  closer  than  railway  bars,  as  they  are  more  liable  to 
shift  in  bad  weather.  On  the  passage  from  Stettin  to  London,  on 
board  a  steamship,  spelter  stowed  upon  oats  had  caused  them  to 
become  heated  and  discoloured.    {See  Oats.) 

20  cwt.  of  block  tin,  or  spelter,  should  stow  in  7  to  8  feet. 
SPERMACETI. — Manufactured  into  articles  such  as  ointment, 
etc.  Stow  as  valuable  in  a  cool  part  of  the  ship.   {S^  Whale  Oil.) 

Packed  in  boxes,  56  lbs. 

20  cwt.  stow  in  about  52  cubic  feet. 

SPICES. — The  term  is  generally  restricted  to  several  flavouring 
substances  used  with  food,  and  includes  such  articles  as  ginger, 
cinnamon,  cassia,  nutmegs,  mace,  cloves, allspice,  pimento, caiaway, 
coriander,  etc.,  etc. 

In  stowing  choice  articles  of  this  nature,  care  should  be  taken  to 
keep  them  apart  from  moist  or  other  objectionable  articles  likely  to 
do  damage  by  contact. 

SPONGE. — The  covering  of  a  certain  zoophyte.  It  is  unfit  for 
shipment  when  first  recovered  from  the  deep,  but  after  undergoing 
purification  is  cleaned,  dried,  and  pressed  into  bales.  Sponges 
sometimes  have  a  musty  smell,  which  must  be  taken  into  account 
in  stowing.   Generally  packed  in  baskets,  or  in  bales  56  lbs.  each. 

20  cwt.  stow  in  about  152  cubic  feet,  sometimes  more. 


c.  of  spirit  924 

Oil.  Turpentine  . 

2966 

„  Whale 

1018 

Spirit.  lectilied  . 

668 

Steam,  at  212**  . 

845 

Tar 

mo 

Vinegar 

715 

Water,  at  32* 

1450 

»»    »»  39 

1032 

i»               ***  • 

986 

,,       21^  . 

923 

,.   distilled,  at  39** 

940 

Dead  Sea  . 

850 

„  Mediterranean 

915 

„  sea 

969 

„    Black  Sea 

.  790-800 

rain 

.  690-700 

Wine,  Burgundy 

880 

„  Champagne 

914 

Madeim  . 

926 

„  Port 

870 

923 

824 

^00061 
ior5 
1080 

99»-7 

9988 

997  7 
956^4 
998 
1240 
1029 
1027 
1016 
1000 

992 
997 
1038 

997 


STAVES. 


SPONTANEOUS  COMBUSTION.— Certain  kinds  of  cool, 
cotton,  or  oily  waste,  inodorous  felt,  oiled  cloth,  rape  seed,  old  rags, 
hay,  and  certain  other  articles  are  liable  to  heat  and  fire  if  not  very 
wdl  ventilated.  (See  Inodorous  Felt,  etc.) 

STAB  ILITY  OF  SHIPS.-Se«  "  Statililty  ami  Trim  of  SlUps, 
in  Practice  '*  (ona  ahlUliii). 

STARGH^AsiBbilaiioe  made  from  iour,  potatoes,  rice,  or  other 
icfetahles.  Packed  in  bojtes  and  barrels.  Should  be  stoived  as  diy 
goods,  apart  from  articles  such  as  soda,  potash*  saltpetre,  etc.,  and 
ftom  all  ammoniacal  matteis ;  liquids  placed  near  starch  will  heliahie 
to  leak. 

Boxes  weigh  48  to  50  lbs.,  gross,  measure  16  cubic  inches. 
Barrels  weigh  240  lbs.,  measure  8  ft.  6  ins. 
20  cwt.,  in  cases,  stow  in  about  80  feet. 

STAT lONKEY.— Books,  papers,  etc.,  are  generally  packed  in  tin- 
lined  cases ;  they  should  be  carefully  handled  and  stowed  in  a  dry. 
safe  part  of  the  hold,  where  they  will  be  free  from  damp,  piessure,  or 
strong  odours. 

Case;  of  writing  paper  wdgh  360  lbs.  each ;  20  cwt.  stow  in  67 
cubic  feet. 

Cases  of  lead  pencils  average  19  to  24  feet. 

STAVES. — Vessels  carrjang  full  cargoes  of  staves  require  D.W. 
or  ballast,  which  should  be  levdled  off  forward  and  aft  before  begin- 
ning to  stow.  The  layers  are  formed  by  placing  the  staves  edge- 
ways in  the  direction  of  the  keelson  fore-and-aft,  being  lightly  driven 
in  by  a  lignum  vitae  hammer  or  maul.  This  is  continued  until  the 
iiewel  is  loaded.  The  vessel  should  be  trimmed  with  the  ballast  in 
the.iist  instance.  >Vhen  shipped  for  broken  stowage,  staves  may 
be  used  for  dunnage,  but  this  should  be  stated  clearly  in  the  receipt 
and  B.  L,  In  signing  for  large  quantities  it  is  better  to  state  about  or 
said  toU  soaMsyon  board.allon  board  to  be  delivered  Sometimes 
shippers  will  not  take  this  receipt,  in  which  case  extra  care  in 
countinf  shouM  be  arranged  for  if  possible.   iSee  Timber.) 

Slav«a.--Pipe,  length  4}  feet.  Exira  heavy,  weigh  7  to  8  tons 
per  gross  mille of  i,ano  pieces ;  measure  5|  feet  each.  Heavy,  weigh 
6  to  7  tons  per  gross  mille  of  i,aoo  pieces.  LigH,  weigh  5  to  6  tons 
par  grots  nulle  of  i,aoo  pieces. 

Hogdiaad,  length  5I  leet.  Exi^m  Jmvy,  weigh  5  to  6  tons  pet 
gross  mine  of  i,aoo  pieces.  Memy^  wci^  4  to  5  tons  per  gross 
mine  of  i,aoo  piMes.  weig^i  3  J  to  4  tons  par  gross  mille  of  . 

Lioopiacw. 

Banal,  :leiigth  32  'inches.  Bxlfm  kemy,  waigh  4-lons  per  grots 


STORES,  PROVISIONS,  ETC,  213 

mille  of  i«aoo  pieces.  Heavy,  weigh  3  to  4  tons  p^  gross  mille  of 
1 .200  pieces.  Light,  weigh  2  to  3  terns  per  gross  mille  of  i,aoo  pieces. 
Bundles  of  sagar  cask  staves,  20  cwt  stow  in  96  feet. 

STSARINE.~S«r  Lard. 

STEEL.— 5^^  Iron  and  Steel. 

STEVEDORE. — The  Stevedore  is  the  ofi&cer  or  the  person  who 
may  be  engaged  for  the  loading  or  unloading  of  the  ship.  (See 
General  Cargo.) 

STICK  LAQ^See  Lac. 

STICKS.— Bags  of  sticks,  or  handles,  etc.,  each  no  lbs.,  20  cwt. 
stow  in  125  feet.    (See  Canes.) 

STONE  GARGO£S.~-Goods  of  this  description  when  ^pped  in 
any  large  quantity  should  be  kept  fairly  high  to  prevent  labouring 
in  heavy  weather.  (5«eMarbla.) 

The  following  Table  is  approximately  correct : 

.  20  cwt. —        ,  cub.  ft.     I  20  cwt. —  cub.  ft. 

Bath  Stone    .       .  16  or  17  1  Guernsey,  blocks  .       .  i3i 

Caen  Stone   .  .17         '  Limestone,  Flymontii  13^ 

Craigleith     ..  .    15         ;  Ifaiiile,  white  .  .13! 

^nndee  .  .    ijf  „     Carrara  .       .  13! 

Granite.  Dartmoor  .    15  Paving  Stone    .  .15 

Aberdeen  .    15  Pbrphyiy  (ted)  .  .    12  J 

•  ,      „     Penrhyn  .    15  Purbeck    .       .  .       .  13J 

,  Pen/ance  15  Portland  Stone  .17 

Slate,  Welsh  .13 

STORES,  PROVISIONS,  etc.  -The  Ships  Stores  should  be 
kept  in  properly  fitted  storc-rooiii-  Ha\ang  such  articles  contin- 
ually moved  about  in  the  holds,  which  is  often  the  case  where 
insufficient  room  is  allowed,  has  been  found  an  objectionable  and 
expensive  plan.  The  remo\  al  each  time  the  cargo  is  worked 
damages  the  quality  of  the  articles,  besides  which,  labomeis  and 
others  often  broach  and  steal  the  contents  of  such  packages,  which 
go  against  the  ship's  consumption  for  the  voyage.  The  amngement 
of  the  different  articles  for  the  voyage  also  requires  care  and 
attention. 

For  instance,  provisions  left  over  from  a  previous  voyage  ^cniM 
be  placed  so  as  to  be  used  first.  Damp  or  moist  articles,  such  as 
beef,  pork,  suet,  lime-juice,  etc.,  should  be  s^Ofwed  under  dry 
articles,  such  as  tea,  flour,  bread,  oatmeal,  sugar,  etc,  or  kept 
separate  from  them  in  other  ways. 

Passenger  ships  should  be  so  stowed  that  the  consumption  <rf 


STORES.  PROVISIONS.  ETC 


water,  fnei,  mid  provisions  will  lighten  them  bodily,  and  keep  them 
in  trim.  All  spirits,  etc.,  whether  for  ship's  use  or  freight,  should  be 
neceived  and  struck  below  with  as  little  delay  as  possible.  When- 
ever wines  or  spirits  are  stowed  with  cargo,  a  bulkhead  should,  if 
practicable,  be  built  against  them,  that  there  may  be  no  temptation  to 
plunder.  They  should  be  stowed  in  emigrant  ships  in  such  a  manner 
that  neither  crew  nor  passengers  can  by  any  possibihty  get  at  them. 

Ship's  coffee,  tea,  sugar,  butter,  etc.,  will  often  get  tainted  by  other 
articles  if  not  kept  separate.  A  ship  having  previously  carried  Lascars* 
provisions  in  the  store-room,  the  place  got  over-run  by  weevils  from 
the  rice ;  some  dry  stores  were  afterwards  found  injured  by  them. 
At  Cardiff  a  complaint  was  made  by  the  crew  of  a  vessel  that  their 
sugar  tasted  of  lamp  oil  and  was  unfit  for  use.  On  examination  it  was 
found  that,  after  serving  out  the  oil,  the  feeder  was  generally  hung 
over  the  casks  of  sugar,  which  had  become  tainted ;  also  probably 
by  the  proximity  of  the  oil  itself.  This  caused  some  delay  to  ih& 
vessel,  the  crew  having  refused  duty  leaving  the  port, 

Stores  of  a  scented  nature  will  sometimes  damage  tea  if  stowed  on 
the  same  deck. 

In  the  "  Life  of  Sir  George  Burns."  Mr.  E.  Hodder  says  that  the 
Cunard  fleet  requires  for  victualling,  in  the  course  of  a  year,  about 
3,656  sheep,  1,800  lambs,  2,474  oxen,  24,075  fowls,  4.230  ducks, 
2,200  turkeys,  2,200  geese,  53  tons  of  ham,  20  tons  of  bacon,  15  tons 
of  cheese  and  831,600  eggs.  Of  minor  things  there  are  :  One  ton 
and  a  half  of  mustard,  one  ton  and  three-quarters  of  pepper,  7,216 
bottles  of  pickles,  8,000  tins  of  sardines,  30  tons  of  salt  cod  and  hng, 
4,192  four-pound  jars  of  jam,  15  tons  of  marmalade,  22  tons  of  raisins, 
currants,  and  figs,  18  tons  of  spUt  peas,  15  tons  of  pearl  barley, 
17  tons  of  rice,  34  tons  of  oatmeal,  460  tons  of  flour,  23  tons  of 
tiisaiits,  33  tons  of  salt,  and  48,900  loaves  of  bread  of  8  lbs.  each. 

The  consumption  of  wines,  mineral  waters,  and  bottled  beer  is  on 
a  corresponding  scale — over  15,000  iifHes  altogether  required  for  a 
single  voyage. 

The  oontlniioiis  and  unavoidable  breakage  of  glass  and  earthen- 
ware is  also  another  feature  of  life  on  the  sea  which  should  not  be 
forgotten.  A  great  deal  of  unnecessary  waste  in  this  respect  may 
be  avoided  by  the  officers  using  their  influence  in  preventing  servants 
leaving  articles  liable  to  break  about  the  decks,  or  in  unsafe  places, 
where  they  may  fall  down  by  the  ship's  rolling. 

STRAW-BRAID.— Shipped  in  Japan.  Cases  measuring  each 
3  ft.  II  ins.  by  3  ft.  3  ins.  by  i  ft.  10  ins. =23  ft.  4  ins.,  weighed  180 
lbs.   20  cwt.  should  stow  in  about  280  feet. 


SUGAR. 


215 


SUGAR.— Tbe  sugar-cane  has  been  cultivated  imm  time  im* 
memorial.  It  was  Imown  anciently  to  many  savage  tribes  of  the 
Eastern  HemisiiheTe,  by  idiom  tiie  plaiit  was  grown  lor  the  salceol 
the  law  juice,  or  lor  sweetening  food.  The  cane  is  said  to  hsm 
been  first  sy^mattcally  raised  hi  iodb,  whnioe  the  Venetians 
bionght  it  to  Europe  in  the  twdfth  49entuiyf 

England  uses  seventy-nine  pounds  of  sugar  per  aanum  for  ea«ih 
individual  Ol-hsr  population ;  the  United  States  consumes  ^xty- 
nine  poun^  per  capita,  France  twenty-nine  jpounds,  Gerraaay  Iw^ty- 
three  poimds,  Austria  fifteen  pounds.  Russia  and  ^am  ten  pounds 
Italy  and  Ttekey  eight  pounds.  It  wifl  he  observed  that  the  con- 
sumption ol  sugar  in  £n§^d  is  greater  Hum  ai^  other  eomitry. 
This is  accounted  for  by  the  fact  that  a  large  part  is  made  u|^  into 
jans,  pns^rves,  and  marmalades  for  export.  The  ccmsnmptioD  of 
sog9T  has  doubled  since  198$. 

Sugar  is  packed  in  hogsheads,  casks,  boxes,  chests,  and  bags. 
Sugars  padttdin  casks  are  usualfy  drained  of  ihekt  synqjs,  notwith- 
standing which  sometimes  as  miMh  as  10  per  cent,  is  lost  in  wei|^t 
during  transit,  while  dayed  sugars  tose  less  in  weight,  being  more 
thoroui^ify  drained  before  packed  in  cases,  boxes,  or  chests. 

Some  sugars  are  packed  in  ba^  and  mats  simply,  and  lose  nK>re 
from  drainage.  Owing  to  the  drainage  of  sc^  sugars  they  must  be 
stowed  with  free  spaces  for  the  running  off  of  the  syrups,  keeping 
them  dear  of  dry  pan  sugar,  otherwise  the  damage  will  have  to  he 
made  good  by  the  vessel. 

When  theoitiie  cargo  consists  of  sugar  in  hogsheads,  they  should 
be  stowed  fore-and-aft.  with  strips  of  board  between,  and  the  hogs- 
heads bedded  and  chocked  with  bk>cks  of  wood,  tiie  second  tier 
being  treated  in  a  similar  manner.  Over  these  tmy  he  stowed  bags, 
boxes,  etc.,  to  make  up. 

When  signing  BOls  ol  lading  lor  any  "  wood  used  as  dunnage/' 
and  carried  at  a  bw  rate,  be  careful  to  see  that  the  words  are  duly 
inserted  in  same  to  avoid  liability  in  case  of  damage. 

Weights  of  Packages,  and  Shipping  Seasons. 
WEST  INDIES—BRITISH. 

Jamaica. — Hogshead  18  cwt.  to  22  cwt.,  tierce  12  cwt.,  barrel 
2  cwt.,  bags  2  cwt. ;  season  of  shipment,  February  to  August. 

Trinidad. — ^Hogsheads,  large,  truss  40  to  42  inches;  season  of 
shipment.  March  to  end  of  August. 


2I(> 


SUGAR. 


h.^T^'^^'^^lf  to  ao  cwt.;  tierce  lo  to  12  cwt., 
^  9  cwt ;  season  of  slupment,  Ifaich  to  end  of  August 

drngm  mi  r«Jjs©.--Hoplwid  16  cwt..  tierce  lo  cwt.,  bairel 
2  cwt. ;  season  of  sUmient  Miicli  to  end  of  August 

A^^,!?^""^  '^^^  •  aypment.  Maich  to  end  of 

August. 

a  cwt. ;  season  of  slHpnent,  MsLttk  to«nd  August 

^^/wfiwi^—Hogrfieadaotoajcwt; 
to  end  of  August.  ««^u 

i^^i^."^^"^!^*^  ^        *^  '         «  to  It  cwt. 

AiJ^  *       *  Mpsam^,  MaicH  in  end  of 

yJiLi^^^"^  iVm5.--Hog5liead  15  to  18  cwt.,  tieice  8  to  la  cwt.. 
Danel  2  cwt. ;  season  of  shipnent,  Maicb  to  end  of  August. 

FRENCH. 

Mm^mi^,^mogsbead  14  cwt.,  tierce  7  cwt..  barrel  2  cwt..  baes 
2  cwt. ;  season  of  sMpment,  March  to  end  of  August. 

<3^««Wiwij^.— .Hogsliead  14  ,cwt.,  barrel  a  cwt.,  bags  a  cwt  • 
wswon  of  sMpnent,  li^h  to  end  of  August.  . 

UNITED  STATES. 
Ci*to.— Hogshead  12  to  14  cwt.,  tierce  8  to  9  cwt.,  barrels  a  cwt. 
bags  2  cwt. ;  season  of  shipment.  December  to  Augi»t;  chief  nontiis 
ofslipnent.  April  to  September.  »^     .  um  U9m%a 

Hmmmmk.-^Hog^he^d  1.300  lbs.,  five  boxes  about  a  ton  :  "fmn 
of  shipment,  Becember  to  August. 

Matomas.— -Hogshead  12  cwt.,  tierce  8  cwt..  baird  2  cwt,  box 
4  cwt. ;  season  of  shipment,  March  to  July. 

Pom  ^.—Hogshead  12  to  14  cwt..  tierce  8  to  0  cwt.  barrel 

Marchto  July;  chief  months  of  ship- 

^   „  SOUTH  AMERICA-BRITISH. 

.^^ar^''^''^^^'  42  inches ;  season  of 

to  ^  •  shipment,  December 

i-ff?^~"^**^/l*''  ^      '  *°  ^2  cwt.,  btnels  and 

bftgs  a  cwt. ;  season  of  shipment,  nearly  all  the  year. 

DUTCH. 

Siiniiflffi.-~Hogshead  17  to  20  cwt.,  bags  2  cwt;  season  of  ship- 
ment nearly  ail  the  ymt  ;  chief  months  of  ailment.  October  to 
December. 


SUGAR. 


217 


BRAZIL. 

B«Ini,  Mmm,  Mammm,  PuMiiiiieo.— ^Chests  z5to  a^cwt.,  cases 
8  to  10 cwt.,  and  twilled  caMoobags  i^mt,  ;sea9on  of  shqwient, 
October  to  May  ;cfaief  montittof  shipmeiit,  January  to  March. 

PmMba—Ba^  i|€wt. ;  seasonof  sMpment,  November  to  Much ; 
diM  months  of  shipment,  January  and  February. 

EAST  INDIES— BRITISH. 

Pmang, — ^Double  grass  mats  J  to  |  cwt.,  also  baskets  3  cwt. ; 
season  of  shipment,  October  to  March  ;  cluef  mcmths  of  shipment, 
December  to  February. 

Bengal. — Cane,  Date.  Low,  mats  and  bags  if  cwt..  20  cwt.  stoW 
in  39  cubic  feet ;  season  of  shipment,  October  to  January  ;  chief 
months  of  shipment.  December  to  February.  GmrpaUak,  bags  1}  to 
2  cwt.  ;  season  of  shipment,  March  to  August. 

Cossipore,  Benares. — Bags  ijcwt.;  season  of  shipment,  March  to 
August  ;  chief  months  of  shipment,  December  to  February. 

Madras. — Low,  mats  and  gunny  bags  ij  cwt..  chief  months  of 
shipment,  N.E.  monsoon. 

Bimlipakm. — Double  gunnies  163  lbs. ;  season  of  shipment,  N.E. 
monsoon. 

Sif^a^or^.— Double  mats  115  lbs.  gross,  112  lbs.  nett ;  season  of 
shipment,  January  to  September. 

Mauritius, — ^Heroes  7  to  9  cwt.,  mats  or  vacas  1.36  cwt.  gross, 
bags  a  cwt. ;  season  of  shipment,  October  to  March ;  chiefly  shipped 
in  bags. 

Poft  Large  bags  i|  to  2  cwt.:  season  <^  shipment, 

Koyember  to  February. 

CHINA,  SUM,  ETC. 

CMm,  Smw.— Bags  about  i  to  1}  cwt.  (bags  and  mats,  not  wood); 
season  of  shipment,  October  to  March. 

IWi^MM/sftMMis.-^Bags  56  to  iia  lbs;  season  of  shipment, 
October  to  August. 

Maufk.— -Sh^ipedin  begs, bundles,  bogheads, boxes;  miday$d,m 
inSats  and  bags. 

Sandwich  Islands.  Bags  and  banels  2  to  4  cwt. ;  chiefiy  shipped  to 
West  Coast  of  North  America. 

DUTCH  EAST  INDIES. 

Bo^avM.— Baskets  3  to  6  cwt.;  also  mats  and  bags  about  }to 
one  cwt..  and  in  canisters ;  seascm  of  shipment,  nearly  all  the  year 
round. 


SUGAR. 


Jmm,  SmmOmytL-^B^sSBt^  3  to  6  cwt./tti«  a8  to  45  lbs ;  season 
of  sb^iiiimt,  nearfy  aU  tlie  year. 

A»«rJ<w.— Bagsaboiitl|toacM,;s^^ 
to  Aim 

EUROPE 

Wmm$.'---mm^hm^  bogs  2  cwt.,  tare  2  lbs, ;  season  of  sMp- 
ment.  Octoter  to  liwcli ;  chief  montlis  of  siiqniieiit.  November  to 

Gipwuify,— Bags  about  2  cwt..  tare  2  lbs. ;  season  of  sMpnient. 
October  to  Maitfa ;  cbief  montlisof  sbipment,  November  to  Jannaiy. 

liroaMitf.--Casks  about  10  cwt.,  bags  2  cwt.,  tare  2  lbs. ;  season  of 
sMpmoit,  October  to  Mareb  ;  cbief  months  of  sMpment.  November 
to  January. 

B^^'tiiii.~11iiii  benipeQ  bag52cwt.  tare  2lbs.;  season  of  ship- 
ment. October  lo  Masch ;  chief  months  of  shipment,  November  to 
Jannaiy. 

tee  ton  of  2,240  lbs.  of  pmpe  si^ar  in  boies  slows  in  about  42 

ton  of  20  cwt.  (Alexandria)  in  bags,  46  feet. 
One  ton  of  20  cwt.  in  casks  should  stow  in  about  60  feet. 
Granulate,  New  York  barrel  wei|^  350  lbs.,  measures  o  ft. 
2  ins. 

Cut  loaf,  barrel  weighs  286  lbs.,  measures  9  ft.  2  ins. 
20  cwt.  of  sugar  in  hogsheads  stow  in  54  feet. 
20  cwt.  of  refined  sugar  in  bags,  each  220  lbs.,  stow  in  48  feet. 
90  cwt.  of  ordinary  sugar  in  bags  should  stow  in  40  feet. 
Sugar  will  easily  ignite,  and  is  very  difficult  to  extinguish,  water 
having  little  effiect  on  a  bufmng  mass. 

SII€AR  CSANBY^AcryitiiaiiedlMm  of  sugar,  shipped 
tubs,  cases,  or  boxes.   In  liot  dimates  it  is  said  to  leak  or  drain,  to 
injury  of  any  dry  articles  stowed  near. 
20  cwt.  stows^  in  54  leet. 

SUUPHATE  OF  SOB  A,  when  worked  in  any  quantity,  creates 
a  great  dust,  and  often  turns  out  ^short  on  delivery  in  consequence. 
In  slowing,  it  is  much  the  same  as  sulphur. 

SULPHUR,  or  Brim8tone.--A  yeUow,  brittle  mineral  found  in 
volcanic  districts ;  sometimes  packed  in  cases,  casks,  or  bags,  often 
carried  in  bulk.  A  cargo  of  su^hur  or  brimstone  lequties  no 


SULPHUR— SUMAC 


219 


dunnage  if  the  vessel  is  lined  as  for  grain.  Care  shoul4  however* 
betaken  before  receiving  it  in  bulk  to  see  all  the  limbers,  etc.,  dean, 
and  any  holes  filled  up  to  prevent  loose  sulphur  getting  down.  In 
some  countries,  vessels  having  sulphur  on  board  are  not  allowed  in 
port  except  under  certain  conditions. 

Ixk  Sicily  there  are  seven  kinds  of  sulphur,  the  best  being  Licata 
No.  I.  arrangpoig  to  carry  sulphur,  it  is  well  to  understand  that 
the  merchants  request  you  to  keep  separate  and  deliver  each  kind  or 
parcel  distinct  at  port  of  discharge,  although  they  make  no  mention 
of  this  imtil  the  stuff  is  alongside  at  port  of  shipment. 

Sulphur  is  a  contraband  of  war. 

20  cwt.  of  sulphur  should  stow  in  36  feet  when  in  bulk. 

In  cases,  20  cwt.  of  sulphur  stow  in  about  40  feet. 

In  kegs,  20  cwt.  of  sulphur  stow  in  60  feet. 

SUMAC,  or  Siiumac— The  powdered  leaves  of  a  shrub  having  a 
yellowish  appearance ;  used  for  dyeing  purposes.  When  packed  in 
bagsit  createsa  dust  v^ule  being  worked  in  and  out  of  a  ship's  hold. 
Being  a  very  dry  article,  it  should  not  be  stowed  near  moist  cai^o 
or  goods  UaUe  to  be  damaged  by  contact.  It  has  a  pungent,  rather 
sickly  smell,  especially  after  bdng  on  board  a  few  days. 

Bags  of  Sumac  each  5  ft.  weig^  162  lbs. 

Bales.  4  to  the  ton  of  20  cwt.,  measure  30  leet  each. 

£adi  bag  averages  about  i|  cwt.,  say  14  to  a  ton. 

One  ton  of  bags,  20  cwt.,  stows  in  about  70  feet. 

SUPERPHOSPHATE.— (Manure).  The  vapour  is  injurious  to 
tea,  coffee,  cocoa,  etc.,  and  by  contact  with  hemp  and  similar 
materials  spontaneous  combustion  may  be  created.  (5^  Manures.) 

SWEAT. — Under  ordinary  circumstances  the  shipowner  is  ex- 
onerated from  damage  by  sweat,  such  being  attributed  to  a  peril  of 
the  sea.  The  Bill  of  Lading  shoukl,  however,  oontaui  a  clause  to 
this  effect. 

SYRUPS,  TREACXrE,  etc.— In  sugar  manufacttoe  the  term  syrup 
is  api^d  to  all  sacdiarine  solutions  capable  of  crystallising  out ; 
the  ultunate  uncrystallisabfe  fluid  is  distinguished  as  molasses,  or 

treacle. 

In  stowmg  casks  of  syrop  tlie  ground  tier  in  the  kiwer  holds 
should  be  fiirst  laid  straight  fere-andraft,  each  ade  of  tibe  kedson, 
the  heads  about  one  inch  apart.  Each  cask  should  have  good  beds» 
and  be  firmly  i&oed  bung  up  and  bilge  tree. 

It  is  advisable  to  stow  the  casks  en^ty  and  fill  them  afterwards. 


230 


TALLOW  AND  GREASE. 


This  necessitates  washing  each  tier,  otiierwise  they  get  slipfiery  ami 
awkward  to  work  aver.  Four  heights  att  generally  stowed  in  the 
lower  holds,  and  two  or  three  in  the  between  decks.  (Sm  MolamM.) 

100  barrels  of  syrup  28  tons. 
100  puncheons  65  tons. 
100  hogsheads  85  tons. 

I  ton  of  2.240  lbs.  of  syrap  stows  in  44  cubic  feet. 
Hogshead  weighs  about  1,900  lbs.,  measmes  36  feet. 
Puncheon  weighs  about  1,466  lbs.,  measuies  37  ft.  5  ins. 
Barrel  weighs  about  660  lbs.,  measwes  i»ft.  §im. 

TALC— A  mineral  (mica)  used  for  various  ptrposes.  (Sm  Mica  ) 
In  casks,  20  cwt,  stow  in  60  feet. 

TALLOW  and  GREASE.—Generallv  shipped  in  casks,  which 
may  be  stowed  six  heights.  The  stowage  should  be  good  and  each 
oaiiel  popeily  bedded  and  wedged  off.   {See  Casks.) 

It  is  not  mfeommon  to  find  old  second-hand  casks  or  puncheons 
ns^ior  taiow,  grease,  etc.  Such  articles  should  be  signed  for  as 
wmm,  oHierwise,  in  the  event  of  their  giving  way,  the  ship  would 
be  iable  to  lepairthem.  Never  stow  grease  or  tallow  over  dry  or 
valuable  goods.  ^ 

liogsiieads  of  taMow  weigi  1,285  i^-.  measure  37  ft.  10  ins. 

Tumm  of  tallow  weigh  535  lbs.,  measure  13  ft.  4  ins.  each. 

flaneb  of  tallow  weigh  270  lbs.,  measure  6  ft.  9  ins.  each. 

m  cwt.  of  tallow,  in  casks,  stow  in  70  feet. 

ao  cwt.  of  taUow,  in  casks,  stow  in  58  feet. 

TAMARINDS,  or  Tamar  Hindy The  fruit  obtained  from  a  tree 
of  tilat  name.  That  from  the  West  Indies  is  usually  preserved  be- 
tween layers  of  sugar,  hot  syrup  being  poured  over  the  whole  when 
packed.  Infused  in  water  it  makes  a  pleasant  drink;  boiled  with 
milk,  and  strained,  a  refreshing,  cooling  whey  is  produced,  useful  in 
cases  of  fever  or  sickness. 

Dry  tamarinds  iii  jars  or  bags  should  be  carefuUy  stowed  among 
dry  articles,  but  casks  of  preserved  should  be  put  among  moist 
goods,  as  they  are  Uable  to  drain  if  the  casks  get  damaged.  Oil, 
tar.  turpentine,  and  other  highly  scented  goods  will  damage 
tamannds. 

^ses,  I  ton  of  20  cwt.  stows  in  about  40  to  47  cubic  feet. 
Casks  or  kegs.  20  cwt.  stow  in  about  54  feet. 

TAN  EXTRACT.— Sometimes  called  chestnut  extract,  a  liquid 
obtained  from  the  chestnut  root,  and  generally  {lacked  in  okl 
petroleum  casks ;  weight  540  lbs.  each. 

Stow  nmch  the  same  as  tar.   ao  cwt.  should  go  in  48  feet. 


TEA. 


221 


TAPIOCA  is  manufactured  from  the  roots  of  the  cassava. 
Packed  in  boxes  and  tins  generally.  Stow  among  dry  goods  only, 
and  away  from  scented  articles  likely  to  impregnate  it 

In  Bahia  a  barrel  weighs  ij  cwt. 

20  cwt.  should  stow  in  about  57  feet. 

TAR.— A  bituminous  liquid  obtained  from  wood  of  various 
species  by  des^ietive  distillation .  Full  cargoes  of  tar  require  much 
care  in  stowing,  owing  to  the  liability  of  the  casks  to  leak  and  choke 
the  pumps  and  limbers.  Some  shipmasters  sprinkle  sawdust  over 
the  bottom  to  cause  the  stuff  to  clog,  and  thereby  be  prevented  from 
finding  its  way  below.  Casks  of  tar  carried  among  general  goods 
should  be  stowed  underneath  everything,  and  apart  from  such 
articles  as  tea,  sugar,  flour,  coffee,  etc.  Tar  is  an  inflammable 
article. 

Average  weight  of  barrel  300  lbs.,  containing  25  gallons, 
ao  cwt.  of  tar,  in  barrels,  stow  in  about  54  feet. 
Coal  Taf  measures  about  one-fourth  over  its  weight. 

TARES.— Tlie  name  for  the  common  vetcli.  Stow  as  seed. 
In  bags.  20  cwt.  stow  in  50  feet. 

TARTAR,  or  Tartaric  Acid.— A  substance  deposited  in  wine 
casks  during  the  fermentation  of  grape-juice.  Has  no  objectionable 
quahties  for  stowage.  Italian  casks  average  18  to  20  cwt.  each, 
Marseilles  and  other  casks  of  acid  each  660  lbs. 

20  cwt.  should  stow  in  49  feet. 

TEA.— Fi<rf  Tea  is  the  highest  class  tea  of  all.  For  this  tea  the 
5hfu|)S  aze  usually  kept  shaded  for  three  weeks  before  picking,  so 
that  the  leaf  is  pwtly  etiolated  (bleached).  The  choicest  leaves  are 
sdected  before  the  manufacture  is  commenced.  They  are  steamed, 
but  never  rolled,  bor  hideed  touched  by  hand  at  all,  but  carefully 
turned  by  aid  of  a  bamboo  stick.  After  sufficient  steaming  they  are 
simply  djied.  There  is  30,  per  cent,  more  tkdne  in  etiolated  leaves 
than  in  the  leaves  of  the  same  i^ants  grown  in  the  light, 

Japanese  (not  Oiina)  green  ««i.— The  leaf  is  steamed  in  order  to 
remove  the  raw  flavour.  It  is  then  rolled  and  fire-diied,  the  two 
last  processes  being  usually  done  together. 

Chinese  green  tea.— In  this,  the  leaf  is  roasted  (whiks  stined  with  a 
stick)  in  an  iron  pan  over  a  fire,  then  roHed  a  tittle,  th^  roasted 
again,  these  processes  being  repeated  even  six  or  eight  times,  and 
^  tea  is  then  finally  dried  off. 

The  green  tea  manufacture  is  merely  to  dry  the  leaf ;  the  black 


222 


TEA. 


tea  manufacture  alters  n»temUy  its  chemical  constitution  ;  tlie 
principal  change  is  the  remarkable  diminution  of  the  tannin. 

Before  loading  a  full  cargo  of  tea  the  holds  should  be  thoroughly 
cleaned  out  fore  and  aft.  the  limber  boaids  all  lifted  and  white- 
washed. A  Uttle  chloride  of  lime  in  water  should  be  used  to  deanse 
and  sweeten  the  bilges.  For  outside  steamers  not  employed  regu- 
lariy  in  the  trade  mix  a  quantity  of  cement  and  water  together,  and 
paint  ti^  Ironwork  of  the  holds  with  a  light  coating.  When  it  is 
dry  the  holds  may  be  whitewashed.  If  they  have  been  weM  cleaned 
out  in  the  first  instance,  the  whitewashing  will  make  them  perfectly 
sweet  and  dean,  but  the  cement  wash  will  protect  the  ironwork  from 
the  corroding  effects  often  ascribed  to  whitewash.  Chinese  steve- 
dores cannot  be  surpassed  in  the  proper  stowage  of  tea  cargoes  ;  they 
thoroughly  understand  their  work.  A  good  stevedore  will  go  into 
the  holds  and  tell  to  within  a  few  chests  what  the  vessel  will  stow. 

If  ballast  is  necessary  in  carrying  tea,  shingle  is  preferred  as  being 
the  cleanest  and  most  easily  handled.  It  is  almost  impossible  to  lay 
down  any  rule  here  for  guidance  as  to  quantity  ;  every  shipmaster 
will  best  understand  the  amount  of  D.W.  required  to  make  his 
vessel  safe  with  a  light  cargo  on  board.  Before  he  begins  loading, 
however,  this  point  should  be  decided  beyond  a  doubt,  for  having 
once  started  it  is  impossible  in  most  instances  to  rectify  any  mistake 
without  serious  expense  and  delay  to  all  concerned.  The  holds 
should  be  kept  well  ventilated  during  the  voyage.  In  fine  weather 
a  hatch  should  be  taken  off  daily  to  allow  any  foul  or  heated  air  to 
escape* 

Many  merchants  object  to  other  goods  being  shipped  with  a  cai^o 
of  tea.  {See  Tea  Clause.)  This  is  not  to  be  wondered  at,  consider- 
ing how  it  may  be  damaged.  For  instance,  ship's  stores  in  a 
room  aft  in  the  between  decks  have  been  known  to  damage  part  of 
a  cargo,  for  which  the  owners  were  held  liable.  It  is  only  when  the 
sMpment  is  all  landed  and  examined  that  such  damage  is  complained 
of,  cspedally  if  the  market  price  has  fallen  since  shipment.  An 
expat  taster  will  detect  (or  at  all  events  say  he  can  detect)  damage, 
and  in  most  cases  he  is  backed  up  by  others  who  may  be  called  in  to 
dedde  the  question.  The  utmost  care  should  therefore  be  taken  to 
pfcirent  any  disputes  arising  from  such  causes.  In  estimating  what 
weight  of  tea  a  ship  will  carry,  multiply  the  registered  tonnage  by 
1.200  lbs.  (about  lo  J  cwt,). 

•'Stewns  on  Stowage"  says,  with  reference  to  saiUng  ships: 
*'  Tlie  hold  should  be  well  ventilated  with  windsails  several  days 
Mow  vecetiiing  cargo.  Vessels  with  large  ventilators  fitted  forwanl 


T£A. 


and  aft  are  much  approved ;  shippers  prefer  a  vessel  supplied  with 
them,  if  she  is  in  good  order  and  well  painted.  Sometimes  for  the 
reception  of  tea  the  holds  are  whitewashed,  which  makes  them  Ught 
and  sweet,  but  it  causes  the  ironwork  to  rust.  The  iron  should  be 
painted  red,  and  the  woodwork  scraped  clean.  The  heavier  the 
ballast  the  better ;  shingle  is  much  approved,  and  about  three-fourths 
of  the  whole  are  levelled  over  the  keelson,  even  with  it,  or  bdow 
it,  as  the  case  may  be — ^the  depth  being  regulated  by  a  gauge  to 
receive  so  many  hei^^ts  of  diests  between  the  beamsand  the  baSast. 
wMch  is  fifst  covered  with  half-^ndi  fir." 

Ilie  Qunese  stevedores  are  not  sivpassed  lof  good  stowage  in 
anypart  of  the  worid,  and  the  comse  usoalfy  observed  them  at 
Canton  with,  say,  a  shipof  500  tons  register,  has  been  thus  described : 
Tiers  of  diests  are  kid  fore-and-aft,  say  five  fxom  side  to  side — 
amidships  eight  tiers.  Take  a  set  between  the  midship  tiers  and 
the  end  tieis.  and  set  them  up  square  and  tight ;  then  three  or 
five  tim  more,  both  amidships  and  aft,  and  set  them  up  perfect^ 
sqnare  from  one  wing  to  the  other ;  if  the  tiers  come  in  r^^ulariy  1^ 
to  the  meeting  of  the  chests  of  tea,  they  are  dropped  in  by  pairs,  or 
what  is  termed  "  married, "  but  if  they  require  setting,  the  whole 
tiers  are  set  upon  and  the  last  dropped  in.  This  tier,  when  com- 
pleted, is  gauged  in  like  manner  as  the  ballast,  from  underneath  the 
beams,  to  see  they  are  perfectly  level.  Slips  of  wood  are  put  on 
should  there  be  the  least  hollow ;  and  if  any  chest  stands  high  it  is 
hfted,  and  the  ballast  robbed  to  make  the  tier  level ;  but  should  the 
deviation  not  exceed  one-eighth  of  an  inch,  the  mere  jumping  on  the 
chest  will  do.  The  gauge  is  then  lessened  one  tier,  and  it  is  care- 
fully tried  fore-and-aft  to  see  there  is  no  discrepancy.  This  method 
is  pursued  up  to  underneath  the  beams.  When  the  deck  beams  are 
reached  caution  is  necessary  in  order  to  make  the  stowage  of  the 
ship  advantageous  to  the  owner,  as  it  is  not  always  that  chests  are 
to  be  had  to  suit  the  filling  close  up  to  the  upper  deck — five-catty 
boxes  being  the  least  to  fill  up  a  space  often  14  by  12  inches. 

On  rising  from  the  ballast  in  the  lowei"  hold,  close  to  the  skin, 
from  the  fore  shoulder  to  abreast  the  mainmast,  it  is  necessary  to 
keep  the  tea  at  least  nine  inches  from  the  sides.  Some  gauges  are 
in  the  form  of  a  light  square  frame,  others  are  formed  like  a  capital 
T,  but  they  are  not  so  reliable  as  square  temes  on  account  of  the 
occasional  utequaUty  of  the  hold  beanss,  oak  espectaDy,  the  hoUows 
of  which  might  not  be  detected  with  T  frames ;  sometimes  a  simple 
measuring  xod  is  used,  at  others  two  half-rods,  sliding  gunttf  fashion. 

When  stowing  the  last  chest  in  an  eariy  tier,  a  Chinaman,  rather 
than  strikeit  with  any  hard  instmment.  walks  off  to  a  distance,  and 


TV  A 


immiiil^  back  lumps  ifito  tlie  air  and  falls  in  a  sitting  posture  on  the 
dMst,  wliich  is  thus  sent  iniiijiived  into  its  place.  Fonneily  wlien 
a  tier  was  "  commanded.  "  and  the  screws  used  to  gain  an  inch,  the 
w^le  tier  was  sometimes  crushed  ;  hot  if  screws  are  used  a  idank 
is  so  placed  as  to  take  a  whole  tier,  and  prevent  injury  to  any  che<tt  , 
Eilierienced  stevedores  are  too  correct  in  their  meastiiements  to 
reqnife  the  frequent  use  of  strews. 

Tea  exported  from  or  Macao  is  packed  in  cases^  (inside 

tine  leal)  measoiiig  a  to  fiwt,  wdi^t  geneialfy  15  lis.  net ;  some- 
times  20  lbs.  net. 

Tm  CifiM«(liMlt«fi).— "  The  chests  to  be  stowedin  the  cabins,  or 
bftwien  deck.  No  sugar,  safflower.  rhnbarb.  India-rabber,  rape- 
seed,  hides*  tormetic.  dmgs  of  any  sort,  or  other  cargo  likely  to 
create  strmig  fumes,  or  cargo  of  a  natnie  or  tendency  to  injure  the 
iavour  of  the  tea,  to  be  placed  in  the  same  compartment." 

Siae  of  chests  landed  at  Hew  York  fmrn  bidia  in  1891 : — 

Chest  23  by  21  by  17  inches,  about  5  ft.  a  ins.,  weight  113  lbs. 

Half  chest  21  by  18  by  16,  about  3  ft.  6  ins.,  weight  90  lbs. 

Quarter  chest  13  by  14  by  14,  about  i  ft.  6  ins.,  weight  24  lbs. 

Ceylon  chests  22  by  i8  by  18,  measure  about  4  ft.  2  ins.,  weight 
70  lbs. 

Ditto  24  by  20  by  19.  about  5  ft.  3  ins.,  weight  70  to  120  lbs. 
Ditto  lb  by  17  by  16,  about  2  ft.  6  ins.,  weight  50  lbs,  each. 
China  tea,  in  chests,  20  cwt.  stow  in  100  feet. 
Half  chest,  20  cwt.  stow  in  no  feet. 

Indian  and  Ceylon  tea,  in  cases,  20  cwt.  will  stow  in  about  100  le^. 

TEA  SHOWS.~-Bundiesof  smalTboardsbonnd  loundwith  hoop- 
iion  bands  at  each  end.  used  lor  making  tea  boxes,  etc 

Average  measurement  5  ft.  8  ins.  each,  weight  163  lbs. 

»f  „         6  ft.  4  ins.  each,  weight  220  lbs. 

Average  of  500  bundles  of  tea  shooks,  stowed  20  cwt.  in  ^  feet. 

TBML  SESD^The  seed  of  the  Sesmntm:  oHmiiUi.  In  bags,  ao 
cwt.  stcfw  in  64  leet. 

Tlillil^  Gmcli. 

THirliE*— Bales  average  about  220  lbs*  each.  20  cwt.  should 
stow  in  140  feet. 

TIER.—  A  nautical  way  of  describing  a  range  of  packages  in  the 
hold,  via^  the  grviund  tier  or  that  near  the  keel»m,  second  tier,  third 
tier.  etc. 


l,WO'I!»I%. 


225 


4 

TILES.— Ro^ng  tiles  in  crates.  20  cwt.  shoi^d  stow  in  85  leet. 
Fire  clay  tiles  in  crates,  ao  cwt-  stow  in  50  feet. 
Retorts  in  bulk  in  48  leet.  ~ 

TIMBER. — Wooden  sailing  vessels  will  carry  about  45  standards 
©f  ^Muce  deals  to  the  100  tons  register.  Steamers  will  carry  about 
55  rtandards  of  same  to  tiie  ido  tons  net  register  ;  when  heavy  deck 
loads  are  taken,  about  5  per  cent.  more.    {See  Deck  Cargo.) 

Vessels  constantly  employed  in  the  trade  should  be  fitted  with 
bow  and  stem  ports,  and  be  without  permanently-laid  'tween  decks. 
(Sm  Lumbar.) 

Specific  gravity,  and  weight  per  cubic  foot  oj  different  Woods. 


SpeoUto  ttii.  Mr 


Timber^ 


Afh,  dry . 
Beech,  dry  . 
Cedar,  dry 
Cedar,  green  . 
Chestnut,  dry 
Chestnut,  gntB 
Elm.  dry 
Elm,  green 
Lignum  Vitae  . 
Mahogany,  diy 
Iftple  . 


53'8i 

453 

aS'31 

560 

3S' 

33  4S 

54-68 

3675 

5875 

tjga 

83-31 

5330 

995 

49-68 

Oak.  dry 
green 

Pitch  Pine 
Syeasora.  dry 

Sycaiaore.  green 
Walnut,  dry  . 
Walnut,  green 
Willow,  dry  . 
Willow,  graeii 


aM"||iu  n».  Ber 
QiaTily.   e.  li. 


625  3906 

1113  69*56 

368  23- 

936  585 

590  36-87 

6*5  4031 

616  38  50 

9«>  5750 

^  3037 

619  58*68 


Shipment  of  timber  from  Burmah  requires  small  gf^nthi^  for 
broken  stowage,  such  as  bundles  of  tea  boards.  Staws  and  railway 
pegs  are  often  shipped  for  this  purpose.  Padouk  or  m^h  mm 
objectionable,  as  they  take  up  so  much  room  and  sometimes  require 
25  per  cent,  of  broken  stowage.  Officers  shouW  be  careful  in  re- 
ceivii^  timber  alongside  to  note  such  pieces  as  aie  marked  "  Dead 
Logs,''  for  if  they  cast  them  adrift  from  the  others  until  «i»«r  tfiey 
will  sink  and  be  lost,  in  which  case  the  ship  will  be  liable. 

It  would  be  out  of  the  question  in  such  a  short  work  as  this  t0 
enter  mto  a  full  description  as  to  the  different  kinds  of  timber  caoied 
and  the  way  in  which  it  is  stowed  ;  each  country  has  its  own  pecnli- 
arities,  and  all  ports  where  vessels  are  loaded  are  generally  well 
suppUed  with  experienced  stevedores.  Care  should  be  taken  to 
secure  a  good  man,  especially  when  loading  for  the  first  time  With 
his  assistance  and  a  seaman's  knowledge  and  experience  there  ia  no 

fear  of  My  senous  mistake  occuirii^  in  loading  timber.  iSee^Mi 
Gargou)  ^ 

stowage 


226 


TUoAvCaI. 


90  cwt.  of  flocning  hmxdi  slMmld  stow  in  about  75  feet. 

Mahogany,  i  ton    20  cvrt.  stows  in  39  tMc  ieet 

Oak,  I  ton  of  20  cwt.  stows  in  39  eoUc  feet 

Msk,  I  ton  of  20  cwt.  stows  in  39  cubfc  leet 

Beech,  i  ton  of  20  cwt.  stows  in  51  cubic  feet 

film,  I  ton  of  20  cwt.  stows  in  60  culnc  feet 

Fir,  I  ton  of  20  cwt  stows  in  ^  cnbk  leet. 

Gieenbeart,  20  cwt.  stows  in  34  feet. 

One  load  of  Baltic  sqoained  ir  shooki  stow  in  feet 

One  load  ol  North  America  squared  fir  should  stow  in  51  feet. 

20  cwt  of  deals  or  battens  should  stow  in  50  feet. 

TIMOTHY  SEED.—  See  Grass  Seed. 

TOBACCO.— Ships  loading  full  cargoes  of  either '.Kentucky  or 
Viiginia  hogsheads  require  ballast  or  D.W.  The  loss  of  space  in 
stowing  tiie  lower  hoMs  being  great,  many  vessels  require  more 
ballast  for  such  cargoes  than  for  cotton.  Raw  or  leaf  tobacco  is 
often  shipped  in  bundles  cm*  bales,  and  this  article  requires  plenty  of 
ventilation  when  stowed ;  heat  is  said  to  detract  from  its  quality 
and  value.  Raw  tobacco,  if  stowed  among  other  goods  of  a  moist 
nature,  will  damage  by  sniat  and  mildew. 

Sevanl  cases  of  spontaneous  combustion  are  reported  of  vessels 
having  cargoes  of  raw  leaf  tobacco,  and  it  certainly  is  of  a  heating 
nature.  Manufactured  tobacco  and  cigars  should  not  be  stowed 
near  moist  or  highly-scented  articles.  Masters  and  agents  should 
be  most  careful  in  having  all  ship's  papers,  such  as  manifest,  6.  L., 
Custom  House  documents,  Consul's  certificates,  etc.,  in  order  before 
the  ship  leaves  the  port  of  loading. 

A  shipmaster  in  the  trade  writes :  "  This  is  a  cargo  which  you 
must  be  most  particular  about,  if  bound  to  Spanish  or  Italian  ports. 
There  should  be  no  discrepancies  in  the  manifest,  and  the  correct 
wi»ght  of  each  hogshead  or  package  must  be  given.  Also  when 
finished  discharging,  and  previous  to  final  search  by  Customs' 
Ofi&cers,  make  sure  there  arc  no  loose  leaves  among  the  ballast. 
Should  any  be  found  a  heavy  hne  will  result." 

Kentucky  hogsheads  weigh  1,700  lbs.  each,  measure  75  feet 

Kentucky  tierces  weigh  1,000  lbs.,  measure  50  feet. 

Viiginia  hogsheads  weigh  1,500  lbs.,  measure  60  feet. 

Virginia  tierces  weigh  750  lbs.,  measure  40  feet  each. 

At  Bahia  20  cwt.  in  rolls,  or  40  cubic  feet  of  cigars,  go  to  one  ton. 

At  Yokohama  the  bales  average  25)  to  270  lbs.  each.  20  cwt. 
slow  in  74  feet 


TONNAGE. 


227 


East  Indian  tobacco  in  bundles,  about  60  lbs.  each. 
Turkish  tobacco  shipped  in  small  bales.    It  is  a  choice,  article^ 
and  should  be  carefully  stowed.   20  cwt.  stow  in  about  150  feet. 

TOMATO  PASTE*-- In  casks  3  ft.  11  ins.  by  2  ft.  5  ins.  by  2  ft 
5  ins.  measure  22  ft.  10  ins.,  weight  about  780  lbs.  each. 
20  cwt  sboukl  stow  in  about  60  feet 

TONNAGB.--^A  cubic  foot  of  cUslilkd  water  weighing  62}  Ibft. 
was  assumed  as  a  general  standard  for  liquids.  This  cnbic  loot 
multiplied  by  32  gives  2,000  as  the  original  weight  of  a  ton.  Hence 
eight  cul»c  feet  of  water  makes  a  hogshead,  and  four  hogafaeads  a 
tim  in  o^Mcity  and  deoomination,  as  well  as  wei^^t.  A  tim  equals 
20  cwt,  equal  to  2,240  lbs. 

A  vessel  should  be  so  loaded  as  to  carry  her  maximum  tiumage ; 
it  should  at  the  same  time  occupy  ^  entire  available  space  in  her 
holds.  When  thus  kiaded  there  is  a  probability  clrealisii^  the  best 
freight.  For  example,  it  is  desiraUe  that  a  vessd  capable  <tf  carry- 
ing 700  tons  should  be  loaded  with  700  tons  goods ;  if  her  hold 
ha^  a  space  ci  42,000  cubic  feet,  the  goods  engaged  should  be  so 
apportioned  as  to  occupy  the  entire  space.  In  the  above  ease  for 
every  ton  of  goods  there  is  a  space  of  60  feet  (^fgg^),  and  if  any 
description  of  goods,  ^very  ton  d  which  occupies  60  feet,  was  engaged 
for  it,  the  vessdi  with  this  kind  of  cargo  should  be  loaded,  and  down 
to  her  marks. 

But  goods  are  of  variable  densities,  in  iUustmtion  of  which  it  may 
be  mentioned  that  whilst  a  ton  of  saltpetre  occupies  ddy  36  feet,  a 
ton  of  ginger  occupies  80  feet,  and  it  is  owing  to  this  variation  in 
the  densities  that  it  becomes  difficult  to  assign  tile  due  proportion 
of  each  of  the  many  kinds  of  export  cargo  tiAt  would  aerfe  in  the 
aggregate  to  fill  a  vessel  in  the  way  referred  to.  If  a  vessel  say  id 
the  above  tonnage  and  capacity,  were  required  to  be  loaded  with 
one  kind  of  dead-weight  and  one  kind  of  light  fieight,  and  if  35  and 
80  feet  were  the  cubic  representatives  of  a  ton  of  each,  it  would  be 
apparent  that  700  tons  of  the  dead-weight  freight  would  occupy  only 
24,500  feet,  and  leave  17,000  feet  unoccupied,  while,  on  the  other 
hand,  700  tons  of  light  freight  would  occupy  fully  56,000  feet,  or 
14,000  feet  more  than  her  space.  Consequently  only  a  due  propor- 
tion of  each  can  occupy  the  entire  space,  and  jointly  weigh  700  tons. 

To  find  the  average  space  per  ton  in  a  vessel,  divide  the  space  in 
her  hold  by  the  tonnage  she  can  carry. 

From  this  average  deduct  the  space  per  ton  of  dead-weight, 
multiply  the  remainder  by  the  tonnage,  and  divide  the  product  1^ 


tonnage: 

the  difierence  betwe^  tlie  space  perlnii ol light  fx&f^kt  and  tliat  of 
dead-weight. 

The  quotient  is  the  amount  of  Ught  freight  wanted,  and  the 
difEerenpe  between  it  and  the  tonnage  the  amount  of  dead-weight 
roquiied  to  fill  the  holds  and  put  the  vessel  down  to  her  load-Une. 

^jMWi^— Multiply  the  space  per  ton  occupied  by  the  light 
irail^t  by  the  tonnage  of  the  vessel,  and  subtract  the  product  fiom 
the  space  in  her  hold.  Divide  the  remainder  by  the  difference  of 
9psa»  occupied  by  a  ton  of  each  kind  of  cargo  ;  this  gives  the  number 
Of  tons  of  light  freight ;  which  subtracted  from  the  tonnage  ol  the 
void  gives  the  nnmber  ol  tens  lor  dead-we^ 


freight  wpmm  pm  loa.     9a  c  H.  ss 

SS  700 

^aop  vHaHHrVH 'HPvw  4a^a^^^ir^i^ 


4^17500(389  tons  nearhr  loir 
135    700  light  freight. 

400  3x1  tons  nearly  for 
360  tad-weiglit. 

400 

JIM 

TONNAGE  MEASUREMENT.—"  Steyens  on  Stowage  "  con- 
tains considerable  information  on  this  subject.  See  also  "  Good- 
fellow's  Calculator/'  for  cubic  contents  of  shipments  of  various 
dimensions. 

TORTOISE-SHELL.— Packed  in  chiests.  A  box  containing 
one  picul  ol  Chinese  tortoise-shell  measmes  9  feet  Stow  as  dioiGe 
im^  among  other'dty  goods :  m  cmL  m  bones  ahoold  Hmwin 
alumt  ISS  cnlvc  leet 

TOTS^r-Bones  of  bddDS,  dolls,  hattledofes,  carved  animals,  and 
Hoali's  arlei*  padBod  in  cases ;  ao  cwt  stmr  iraiionsay  in  fion  150 

TRAMWAY  CARS.— Shipped  from  New  York  to  India.  7  ft.  by 
7ft  ^ins.  b3ri4  ft.  4  ins.,  about  777  ft.  7  ins.  each.  One  car,  boxed 
ill,  weighed-5,710  lbs.,  meas^ured  778  feet. 

TRAMWAY  WHEELS.— Weigh  1.010  lbs.,  measme  39  cahic 
iaetfach.   C^nctttain.)  Shipped  to  Eastern  parts  geneialfy. 

TURMERIC^The  root  df  the  curcuma  longa,  imported  from  the 
Cast  ^d  used  as  a  yellow  dye.  Bags  weighing  about  150  lbs.  each. 


TURFEOTINE 


229 


small  bags  about  a8  lbs.  each,  olte  ^i%»ped  as  hiiiimi  stowage  at  a 
reduced  freight.  Quantities  of  dnst  often  escape  wlm  woildi^ 
turmeric,  to  the  injury  of  other  goods.  It  has  a.sln»^  odour,  nOt 
nnlike  jsarlic.  The  prindpai  season  lor  sli^iiml  in  ttrEa^  Uies 
is  daring  the  N.E.  Ifonsoon. 

China  bags  average  133  lbs.  each,  measore  7  feet 

One  ton  ol  ao  cw^  slows  in  65  to  80  feel 

TORFBNTINS^An  oily  spirit  distilled  from  the  resinous 
extra^  from  trees.  Reqmres  great  carp  in  stowing,  as  it  will  damage 
olfcer  articles  by  its  odour.  The  true  turpentine  tree  grows  in  Spain 
and  Frsoioe,  as  ytnSk  as  in  the  island  Khio  and  the  East.  Common 
tmpeatine  is  prepared  from  ^Senok  sorts  of  the  pine,  and  is  quite 
^ick,  white  and  bpaque.  The  vapour  is  highly  inflammable.  Use 
no  filets  near  it  stowing.  Many  kmds  of  cargo,  such  as  tea, 
sqgMT,  rice,  coltBe,  floor,  Imad,  and  oilcake,  will  be  rendered  unfit 
for  oottsonqktion  wtei  stofwed  near,  even  for  a  short  passage. 
(Si^Mplitlia.) 

New  York  barrels  a  to  2|  cwt. ;  ao  cwt  of  turpentine  in  barrel 
should  stow  in  60  feet. 

VALONA.— A  species  of  acorn  used  by  tanners.  D.W.  or 
ballast  will  be  required  with  full  cargoes.  Being  of  a  heating  nature, 
it  will  injure  casks  of  wine,  etc.,  if  stowed  near.  Vessels  loading 
rolled  valona  carry  10  to  15  pr  cent,  over  their  registered  tonnage : 
of  unrolled  valona  about  their  registered  tonnage  only. 

VANU-LA  (Ordinary)  is  obtained  from  tiie  irait  ()pRporod 
unripe  pods)  of  Vamlla  planijoUa,  of  the  naloni  mder  CMMtoM^ 
aiKl  it  is  curious  to  note  that  this  is  about  tiie  only  onW  liliidi 
any  economical  or  thciapcatical  ise^  aMhoogh 
vaneties. 

YANILLA  BKANS«~One  of  the  most  valuable  cereals.  Gath- 
ered by  the  natives  m  Mexico,  they  sdl  at  £2  per  1,000.  After  being 
dried  and  cleaned  they  are  wwth  £2  4s.  per  lb.,  and  are  used  by 
druggists  and  confectioners.  Ptoked  m  small  boxes  of  56  lbs.  each  i 
they  Should  be  carefully  stowed. 

VARNISH.— Chinese  varnish  is  the  gum  of  the  Rhus  vemicifera. 
On  this  tree  incisions  are  made ;  the  gum  that  runs  out  is  cdflected 
in  the  dark,  and  strained  through  a  cotton  cloth.  This  opmlioii 
can  only  be  performed  in  the  dark,  as  Ught  spoils  the  gnm  and 
causes  it  to  cake.  It  cannot  be  strained  in  wet  weather,  as  moisture 
causes  it  to  soUdify.    When  the  Chinese  use  the  varnish  they  rub  it 


VERMICELU 


on  with  a  sort  of  mop  made  of  soft  waste  sQk.  It  should  only  be 
used  in  wet  weather,  as»  if  the  atmosphere  is  dry  when  it  is  rubbed 
on  it  will  aMm$%  be  sticky.  As  used  by  the  Chinese  it  takes  about 
a  month  to  diy,  andduiing  tlt^time  it  is  drying  it  is  poisonous  to 
the  eves. 

ipWMP'^f     ^"_JF  ^^^^^^^ 

Copal,  oak,  and  other  %nilshes  should  be  kept  in  iron  drums, 
otherwise  they  will  lose  their  value.  When  received  as  cargo  it 
ihouM  be  treated  as  oil  moist  articles,  and  be  kept  apart  from 
Ay  goods.  , 

Packages  of  varnish  measure  12  Ins.  by  12  ins.  by  15  ins.,  about 
t  ft.  3  ins. 

VASELINE.— Packages  containing  this  oiy  article  shoaM  mi 
|li  stowed  among  dry  goods. 
€ases  measure  2S  im  by  28  Ins.  by  20  Ins.,  about  9  ft.  i  in. 

VBCSTABLB  WilJt.^ — ^Largely-produced  in  Japan,  cf t^  packed 
&i  boaies,  a  ft  4  ins.  by  18  ins.  by  1 5  ins.  deep,  wdgN  alioa  1 160  Rm. 

VELLUM.— Should  be  kept  dry  and  stowed  carefully.  In  tin- 
lined  cases.   A  roll  contains  abont  60  skins. 

ySRDIGRIS^Barreis  average  each  535  lbs.  20  cwt.  stow  in 
57'  feet. 

VERMICnMlJ^llacaroin,  Semohna,  and  Italian  pastes  are 
numufactuied  from  a  hard  variety  of  wheat,  groond  to  a  fine 
powder,  then  nabEed  into  a  stiff  paste  and  squeezed  through  openings 
of  various  siies.  The  nature  aiid  shape  of  the  apertures  determine 
"Hie  iiaiiie  of  the  product. 

Tieat  as  fine  goods  and  stow  among  dry  cargo  only,  away  from 
any  scented  or  moist  artides.  The  heat  imd  moisture  from  green 
init  wH  serious^  iniuvs  the  ijuaMty  of  such  goods. 

Average  wei^t  of  boxes  40  lbs.  20  cwt.  shouM  stow  in  no  feet; 

VERMILION,  or  CINNABAR.— The  red  sulphide  of  mercury. 
Is  formed  artificially  by  sublimating  a  mixture  of  six  parts  of 
mercury  and  one  part  of  sulphur.  It  is  then  reduced  to  a  very  fine 
IMwder,  thereby  acquiring  the  beautiful  bright  colour  peculiar  to  the 
figment.  The  Qhinese  excel  in  the  manufacture  of  this  article.  It 
id  one  of  the  most  valuable  paints  usually  carried  on  board  ship. 
Cate  should  be  taken  to  stow  it  where  it  will  be  free  from  pressure 
or  m(Hsture. 

Averse  of  boxes  of.VermiKott,  2  feet  each. 

VINEGAR.~An  acid  made  from  liquiwrs  by  undergoing  the 


IX/ ACPI? 

second  fermentation.  It  should  be  stowed  as  moist  cargo,  such  as 
ime-juioe,  claret, 

Pmieheons  contain  74  gallons.    Hogsheads  contain  54  galhms. 
Bands       „       36  „         Half  Bairdls  „     27  „ 
Kfldeikhis  „       iB   „         Small  casks  „      12  „ 

VITRIOL. — ^The  old  chemical  term  for  sulphate  of  iron,  or  green 
vitriol.  Sulphuric  acid  is  oil  of  vitriol.  Sulphate  of  copper  is  blue 
vitriol.  Sulphate  of  cobalt  red  vitriol.  Sulphate  of  zinc  white 
vitriol.  ^ 

Oil  of  Vitriol  is  a  dangerous  article,  and  should  not  be  carried  as 
cargo  under  ordinary  circumstances.  Two  jars  are  generally  packed 
in  one  case  with  chalk,  or  whitening.  In  the  event  of  a  jar  bursting 
it  is  advisable  to  throw  the  case  overboard  without  opening  it,  other- 
wise the  men  handling  it  may  be  seriously  burnt  about  the  hands 
and  feet.  Sec  Adds. 

WASH-BOARDS. — Packed  in  bundles  containing  one  dozen 
each.  Size  16  ins.  by  14  ins.  by  24  ins.,  measures  3  ft.  i  in.  per 
bundle.   Weight  47  lbs.  each. 

WASTE.— The  refuse  or  partly  manufactured  thread  ol  ootton.' 
Small  pods.    Used  for  various  poiposes  in  machinery,  etc.  Generally 
packed  in  bales,  bundles,  or  b«g8»  and  shipped  only  under  inspectioii, 
and  with  a  certificate  fnim  a  oonqietent  surveyor  as  to  its  bd^ 
from  oily  matter. 

Oily  waste  bales  should  not  be  received  as  general  caigo,  nor 
should  it  be  stowed  bdow  with  other  goods,  as  it  is  haUe  to  spon- 
taneous combustion. 

Bales  of  American  oottxm  waste  500  lbs.,  measure  37  feet 
each. 

Baies  of  East  Indian  iiail^  waij^^  660  Ib6.,.jiiea8iire  jn  feeti 

WATSRrv— The  supply  of  fiesi  water  is  a  subject  of  great  ini- 
portanoe  to  afi  tHw  live  on  shipboard.  Far  too  fittle  attention  is 
generally  paid  to  this  important  matter.  The  tanks  on  every  vessel 
shiMd  he'deaned  out  and  whitewashed  at  least  once  a  voyage ; 
oftener  if  possible.  Where  practicable,  home  water  should  be  re- 
served in  certain  taidEsfor  drinking  in  toeign  ports,  espedaUy 
during  the  sidd^aeaflott  in  hot  dbnates.  K  this  is  not  practicaUe, 
the  water  reodved  at  such  ports  should  be  purified  as  far  as  possible 
by  having  a  fair  proportion  <^  Cond/s  Fluid  or  other  disinfectant 


WATER. 


mixed  with  it.  This  cm  generally  be  acconqplished  tbroagli  tlie 
sooniing  papes  or  air-holes  leading  into  every  tank. 

To  Test  Water  for  Putrescent  Organic  Matter,  etc. Add  to  a 
tumbler  full  <^  the  water  to  be  examined  one  or  two  drops  oi  Condy 's 
fhiid  (crimson  preiened)  mmdUnttd,  which  will  give  it  a  very  faint 
pink  hue.  If,  after  standing  two  or  three  hours,  the  pink  ookNir  has 
gone,  or  turned  to  yeUowish.  the  water  is  tainted,  and  caanot  be 
•  QSid  salely  in  the  state  in  which  it  is.  If,  on  the  contrary,  the  pink 
ime  maintains  itself,  the  water  may  be  used.  Filteis  in  constant 
tut  should  be  well  puriied  from  time  to  time  by  a  strong  solntioa  of 
tie  fluid  being  run  through  every  part. 

To  render  impure  water  sweet  and  sale  to  drink,  and  to  ensure 
purity  in  Cisterns,  Tanks,  etc. :— For  every  fifty  gaUons  of  water 
pour  Into  the  cistern,  water-butt,  or  ship's  tank,  one  wineglassful  of 
Conif's  Fluid  (crimson)  undiluted.  Stir  thoroughly  with  a  stick,  and 
allow  to  stand  several  hours,  or  overnight.  Unless  the  water  be  very 
ioia,thisquantityofFluid.wiUsufficetoieiideritsweet  (SMBoim.) 

WAfn-PROOF  CXOTHING,  OlMli^fie.,  containing  oi  or 
other  preparations,  such  as  India-rubber,  VlfiiMi,  etc.,  are  liable  to 
liiontaneous  combustion,  and  should  not  be  stowed  below  among 
general  cargo.   (Si0  Mt*) 

WATER-TANKS^-^ibaki  be  stowed  with  the  His  together,  so 
that  in  clearing  away  to  get  at  one  tank  you  can  get  at  four— see 

engraving.  Tanks  weigh  to  3  lbs. 
per  galkm.  and  generally  hoii  400  to 
700  gaUons  each,  accoiding  to  their 
shape,  and  oocnpy,  pio  rata,  about  half 
the  space  of  casks.  ShoM  the  water 
become  discoloured  thrauQ^  iron  rust 
it  is  not  injurious.  In  many  cases 
water  which  seems  undrinkaUe  may 
be  rendered  sweet  by  the  careful  use  of 
diarooal.  or  borax.  (Sm  Bom.) 

A  tank  iiiildii^6oo  gaUons  measures 
4  ft  I  In.  by  4  ft.  I  in.  by  6  ft. 
A  tank  htMog  400  fidloiit  nieasiirei 
4  ft  I  in.  by  4  ft.  I  in.  by  4  ft  I  in. 
One  gallon  of  fresh  water  weighs  10  lbs. 
224  gallons  of  water  weigh  20  cwt,  or  i  ton. 
20  cwt.  salt  water  occupy  35  feet 
Water  boils  at  212**  Fah. 
Water  fieeies  at  3Ji*  Fah. 


WINE  AND  SJPIRXTS. 


WAX.— See  Boiaifax* 

WHALBBmiS^Oi  or  grease  is  maA  to  damage  this  artk:le. 

Five  tans  of  Whalebone,  being  the  catch  of  the  ii^ialer"  Eclifsb." 
litre  recently  sokl  in  Dundee  at  £1.300  per  ton,  being  the  Wweit 
plioe  quoted  for  years,  havmg  regard  to  the  fact  that  whaleboue 
has  broag^t  as  much  as  I2.650  per  ton. 

WHALE  OIL. — The  average  full-grown  Greenland  whale  yields 
about  15  tons  of  oil  and  15  cwt.  of  whalebone,  although  the  unusual 
quantities  of  30  tons  of  oil  and  30  cwt.  of  whalebone  are  sometimes 
obtained  from  one  whale.    The  ordinary  sperm  whale  5delds  about 

10  tons  of  oil,  and  the  average  sized  bottlenose  whale  yields  22  cwt 
of  oil.  of  which  5  per  cent,  is  spennacetL 

wiukat. — oee  wtmBm 

WHIT£NING.— In  casks ;  20  cwt  should  stow  in  39 
WHITE  LEAD,  BLACK  LEAD,  etc.— See  Paint. 

WINE  and  SPIRITS.— When  in  ca^  ^loold  be  stowed  bung 
up ;  to  have  good  cress  beds  at  the  quarters,  to  be  well  chocked  with 
wood,  and  allowed  to  stow  three  heights  of  pipes  or  butts,  four  of 
puncheons,  and  6  of  hogsheads  or  half  puncheons.  The  bilges  of 
casks  should  be  free  below  and  from  each  other.  (See  Gaaka.) 
Slow  beer,  porter,  wine,  spirits^  and  liquenis  on  the  tc^  that  part 
of  the  caigo  not  liable  to  dam^. 

Shipowners  have  <^ten  to  pay  heavy  claims  for  shortages,  not- 
withstanding every  care  to  the  contrary,  especially  with  cases  and 
barrels  of  bottled  spirits.  An  officer  should  always  be  present  when 
receiving  or  discharging  such  packages ;  also  a  reqxmsible  person 

11  the  hold  to  see  them  safely  stowed  with  a  general  caigo.  Few 
mistakes  or  losses  will  occur  if  the  vessel  has  a  temfwrary  portable 
mom,  or  space  bulkheaded  off.  in  the  between  or  orlop  deck,  into 
which  all  such  packages  can  be  put  and  safely  locked  up.  The 
bulkhead  could  be  made  of  loose  planks  or  boards,  and  a  door.  etc.. 
fitted,  so  as  to  unship  when  not  wanted ;  they  would  then  be  avail- 
able for  dunnage,  and  could  be  re-erected  in  an  hour's  time  when 
required.   {See  Ala  and  Baer.) 

Casks  containing  Wfaidy,  aiK  cwt  slow  in  71  feet 

20  cwt  Spirits  In  cases  stow  in  firom  53  J  to  60  feet 

Biireli  of  Wine,  each  715  lbs.,  m  c#t  should  stow  in  B6  leet 


i34 


Description  and  ConimOi  <jf  Wme  Casks, 


Caikof  IJriMMi 

ft  Clttvt 
Xiaboii 


m 

99 


Lisbon  or  Bootllas  1x7 
»a    Madeira     •      *  9> 
Malaga      •      •  m§ 

.-  115 

Sherry,  or  Tlrast  il 
»,  or 


f* 
ft 
•I 

•t 

tt 


•t 
•t 


AmnofHock  -     -  jtf»llmit. 

HBBWir  01  FOtn  3m 

Butt  of  Cadis  •  .  to8 
ciShmrf  •  "  .  1  08 
Vats  of  Sherry.  ai6  or 

218  gallons,  soMBtiMMijo 
Tan,  toar  hhds.  of  ^ 

gallons,  or  two  lMlli 

iMIBIflinf  VBlW  WlM 

htlf-hbd.  a* 
kilderkin  xS 
'HMdl  CMk  xo 


it 

#• 

•  » 


*t 

•I 
It 

tt 
tt 


Cases  of  I  taliaii  Wsm,  contitmg  froni  z  to  3  down  botitt  Mdi, 
cwt.  stow  in  85  feet. 
Demijohiis  of  Wine,  in  cases.  20  cwt.  ill  85  feet.  mUm  cmSvSfy 
ptckedt  otherwise  omMmiBf  more. 

WSHB  1US#— In  lugs  of  ai6  Ibs.^  90  cwt.  shoidd  <tow  in  78  feet 

Wins.— Coils  of  Wire  ilMMiid  be  kept  dry  and  free  from  uneven 
Of  heavy  pressure  during  the  voyage.  The  following  table  shows 
the  test  nsna]ly:app]ied  to  Wire  Rope  of  the  ordinary  description  :— 

GALVANIZED  WIRM  MOPE. 


Bfa. 


ft 

\ 

1 

t 

mmmmMm 


PterFm. 


Iba. 
I 

Ml 

5.24 
6.72 


I 

z 
a 

f 

i 

7 
8 

zz 


GWtS. 
O 
ZZ 

I 

zz 

14 

zo 


Six  Stiawd. 


Dia. 


PerFm. 


lbs. 
ZZ.Z4 
zs.3a 

I'll 
16.95 
Z8.69 

90.7a 

aa4 
a6.z5 

3a.  43 


tons. 

15 
Z7 

19 
az 

24 
a8 

37 

40 


cwts. 

-# 

6 
% 

1 
6 

5 
0 

o 


WOOD. 


WOOD.— Compilted  by  Capt.  Walter  Baxter,  SS;  "  BouviA  "  of 
St.  John,  N.B. 

Standard,  Spruce  Deals,  165  cubic  feet  stow  in  220  cubic  feet, 
weigh  2f  tons. 

Standard,  Birch  Deals,  165  cubic  feet  stow  in  230  cubic  ieet, 
weigh  4  J  tons. 

Load,  Birch  JUunber,  50  cubic  feet -stow  in  80  cubic  feet,  w^|^ 
.zj  tons. 

Floating  Birch  Lumber,  2,700  lbs.  equal  40  cubic  feet 

Sinking     tt       t,      3,000  lbs.  equal  40  cubic  feet 

Average    „       „      2^50  lbs.  equal  '40  cubic  ieet 

Longest     „       „      36  feet,  average  z6  by  z6. 

Shortest    „       „      10  ft  6  ins.,  average  2Z  by  21. 

12  to  14  per  cent  may  be  added  to  measurements  of  l^rdi 
Lumber  given  here,  as  it  turn  ont  at  home  pcMrts  that  modh 
additional  by  Costoms'  Calfiper  measnmnent 

125  standatds  of  Spnioe  Deal,  a  good  day's  work. 

80  standards  of  Birch  Deals,  a  good  day^s  work. 

Z50  tons  to  200  tons  of  Lumber  would  be  a  good  day's  w<Hrk, 
everything  woddng  ^vourably. 

l^prooe  Deals  xo  to  a6  feet  for  Liverpool  caigoes. 

Spruce  Deals  10  to  30  feet  for  Glasgow  cargoes.  (See  Timber.) 

WOOD  OIL.— In  casks,  4  casks  to  a  ton,  weight  per  cask  about 
170  catties,  value  $30  per  cask. 

WOODWARE.--Tubs  in  nes^  measure  28  ins.  by  25  ins.  by 
28  ins.,  about  10  ft.  2  ins. 

WOOL.^-Caigoes  of  pressed  bales  of  ifwi,  ike  cotton,  'require 
D.W.  or  ballast,  which  shookl  be  perfectly  dry  and  levied  ofi  fore- 
aild-af  t  The  bands  or  faat^nngs  of  bales  should  not  be  cut  kxise 
when  stowing,  otherwise  claims  may  be  made  fat  r^jaddng  at  port 
of  delivery.  All  ironwork  or  other  parts  of  the  hokls  likefy  to  canse 
damage  should  be  well  matted,  and  the  skies,  as  recommended  in 
stowing  jute,  should  be  protected  by  dunnage.  It  Is  supposed  that 
damp  or  oily  wool  will  cause  spontaneous  combustimi ;  hence  it 
becomes  oaceKary  to  ship  dry  wool  only,  unless  under  special 
circumstances,  where  it  can  be  kept  separate  and  easily  got  at. 
Screwing  wool  and  cottcm  cargoes  is  fast  going  out  of  date,  owing 
to  the  extra  labour  and  expense  attached  to  it ;  besides,  the  artides 
are  now  so  .well  packed  on  shore  by  hydraulic  presses  that  it  becomes 
unnecessary  to  do  it  in  the  sh^. 


"  Stevens  gives  the  ioUowiiig  as  the  old  plan  asnally  adopied  in 
aailuig  ships,  having  plenty  of  time  to  load  :— "  To  make  good 
stowage,  it  is  necessary  as  each  tier  is  being  packed  to  use  screws  nf 
difierent  lengths,  from  6  inches  up  to  4  feet,  together  with '  sampsoa 
posts '  and  '  trunk  {ilanks»'  etc. ;  the  planks  are  of  hard  wood  6  to 
i  feet  loQg,  §  inches  brood,  by  2  J  or  3  inches  thick,  with  a  hole  in 
the  end ;  two,  sometimes  four,  of  these  planks  are  inserted  between 
any  balei  of  a  tier  which  are  selected  to  be  '  screwed  off,'  and 
placedi  M  Mil^  twn  tie  mtd,  against  the  middle  of  thdr  sides 
lespectively ;  between  IMphllientered.a  sjt^^  which  when 

liove  out  is  succeeded  by  otfaen  of  greater  length  until  the  bales  are 
tooed  sufficiently  apart  to  admit  of  another  being  entered  between  • 
tlie  planks,  and  forced  in  by  the  aid  ot  a  screw  '  set '  against  a 
Sampson  post.  When  the  tier  has  been  thus  increased,  by  the 
additional  bales,  it  becomes  so  tightened  as  to  require  two  and 
eventually  four  screws  to  set  the  bales  apart ;  in  the  latter  case, 
four  planks  are  so  placed  as  to  distribute  the  pressure  equally  against 
the '  trunk  bales,'  as  the  term  is.  The  smooth  surfaces  of  the  planks 
materially  assist  the  slipping  of  the  bales,  while  they  are  being  forced 
into  their  berth  in  the  *  trunk  way,'  which  gradually  eases  the 
screws  and  admits  of  their  removal.  When  cargo  such  as  wool  has 
not  been  fixed  (by  screws  or  otherwise)  sufficiently  tight  against  the 
sides,the  dunnage  has  subsequently  slipped  down  by  the  motion  of 
the  ship  at  sea,  and  the  goods  have  been  injured  by  leakage,  &c.  On 
account  of  the  high  rate  of  wages  at  Sydney,  stevedores  will  not 
screw  off '  now  so  willingly  as  they  did  formerly." 

American  wool  in  sicks  we^hs  from  220  lbs.  to  229  lbs,,  and 
meosnres  from  30  ft.  4  ms.  to  32  feet  eadi. 

m  cwt  of  Me«r  Zealand  wool,  dumped,  greasy,  stow  in  about 

20  cwt.  of  New  Zealand  wool,  scourod,  stow  in  about  100  cubic 

30  cwt.  of  Aostralun  undumped  stow  in  aboat  236  cobic  feet. 
Cape  of  Good  Mope  bales  of  wool,  20  cwt.  pressed,  greasy,  stow 
in  188  feet 

20  cwt.  ijipe  01  ijrtKKi  tiofie  oaies  01  wool,  pressea,  soouieUf ^  siow 
in  280  feet. 

Bales  df  Australian  wool  average  16  ft.  8  ins^  to  X7  ft  3  ins.  eadi, 
and  w«|^  from  379  lbs.  to  396  lbs.  ^ach ;  20  cwt.  slionld  stow  in 


STEAM  VESSELS. 


237 


Doable  bales,  31  ft.  4  ins.  to  33  ft  5  ins,  each,  weigh  torn  ^  Ib^. 
to  687  lbs.  eadi ;  20  cwt  stow  in  113  feet. 

Medilemnean  bales,  unpcessed,  200  Ibsw  eadi,  20  cwt  slow  in 
320  feet 

MMfitenanean,  etc.,  bales,  half-pressed  and  ooided,  20  cwt  liiQiild 
slow  in  200  feet 

Spaniih  bales,  nnpcessed,  176  lbs.  each,  20  cwt  stow  In  JX2  feet. 
Bales,  hydranKc  piessed,  20  cwt.  stow  M 100  feiet 
Bales  of  ptcased  wool  waste,  20  cwt.  stow  m  75  leet 

YELLOW  BERRIES  .—In  bales  of  185  lbs.  each.  20  cwt.  should 
stow  in  74  feet. 

ZING. — Usually  packed  in  cylindrical  rolls,  and  may  be  appreci- 
ably damaged  by  being  pressed  down  by  heavy  cargo,  or  from  bilge 
water. 

Packed  in  cases  6  feet  long  by  2  feet  in  diameter. 

STEAM  VESSELS- 


Appkoximatb  Weight  op  Anchors.  Lbmoxh  hmd  Sbb  of  Cnjdm  Cabus. 


Vmm1*s 

Weight  of 

Leagdiof 

Size  of 

ABchoB 

1 

i 

kadboci 

1 

Cakes 

Bower 
ewta. 

Sferaun 
owto. 

^^e 

Abovt  leoo 

3 

I 

7 

4 

•40 

„  1500 

J 

I 

26 

8* 

4i 

240 

..  aooo 

3 

I 

31 

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The  anchor  stock  is  usually  one-third  of  the  weight  of  the  anchor. 

The  heaviest  anchors  for  vessels  at  present  in  existence  are  those 
of  the  White  Star  Liner  "  Olypnpic/'  lie  bowers  weighing  15  tons 
each«  the  cable  being  3|  inches. 


The  End. 


REDUCTION 


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SUMMARY  OF  HOLD  CAPACITY 

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"I  N  III  I II  mini  II 


luiiiiiinnTTT 


t  1 1  I  I  I  I  I  I  1 1  I  I  1 1  I  I  II  I  I  1 1  I  I  I  I  I  I  I  II  111  II  I  I  I  II  I  I  I  II  II  I  II  II  M 


J 


llllill* 


COLUMBIA  UNIVERSITY  LIBRARIES 


Tkia  book  is  due  on  the  date  indicated  beloir,  or  at  tbe 
expiration  of  a  definite  period  after  the  date  of  borrowing, 
as  provided  by  the  library  rules  or  by  special  arrangement 
witn  the  Librarian  in  charge. 

OATS  BORROWKO 

OATK  DUK 

DATE  BOIUIOWKD 

DATE  OUB 

111  t  PBS 

'4IIL  1  ft  IIQ 

/^*«^>tV  MOn  71994 


Hillooat 
Sote.  on  stoirage  of  uhLps 


i 


